Today's Message Index:
----------------------
1. 02:40 AM - Re: Control positioning during ground handling (Dave Bigelow)
2. 04:19 AM - Re: WATER TEMP. LOCATION (Thom Riddle)
3. 04:52 AM - Re: Re: Control positioning during ground handling (Jack B. Hart)
4. 05:09 AM - Re: Re: Control positioning during ground handling (Jim Hauck)
5. 06:37 AM - My Powered Parachute For Sale/ $100 2 U (Mike Pierzina)
6. 06:59 AM - Control positioning during ground handling (Richard Girard)
7. 07:10 AM - Re: Control positioning during ground handling (planecrazzzy)
8. 09:19 AM - Re: Re: Control positioning during ground handling (Richard Girard)
9. 09:36 AM - airworthiness cert (Ralph)
10. 09:39 AM - Re: Re: Control positioning during ground handling (Arksey@aol.com)
11. 09:43 AM - flap takeoff (robert bean)
12. 09:52 AM - Re: Re: Control positioning during ground handling (Jack B. Hart)
13. 10:14 AM - Re: Control positioning during ground handling (planecrazzzy)
14. 10:17 AM - Re: airworthiness cert (planecrazzzy)
15. 10:19 AM - WATER TEMP. LOCATION (boyd)
16. 11:03 AM - Re: flap takeoff (David Key)
17. 11:03 AM - Re: flap takeoff (David Key)
18. 11:06 AM - Re: Re: Control positioning during ground handling (Larry Bourne)
19. 11:13 AM - Re: flap takeoff (APilot@webtv.net)
20. 11:38 AM - Re: Oh Dear. (John Hauck)
21. 12:05 PM - RivetNuts for the nose cone (David Key)
22. 12:13 PM - Re: Control positioning during ground handling (planecrazzzy)
23. 02:15 PM - Re: Re: Control positioning during ground handling (Larry Bourne)
24. 02:16 PM - Re: Throttle to Cable Question... all models (John Hauck)
25. 02:24 PM - Re: Throttle to Cable Question... all models (John Hauck)
26. 02:39 PM - Re: Kolb to be burned at end of flying season (John Hauck)
27. 02:46 PM - Re: WATER TEMP. LOCATION (John Hauck)
28. 02:51 PM - Re: WATER TEMP. LOCATION (John Hauck)
29. 02:56 PM - Re: Re: Control positioning during ground handling (John Hauck)
30. 03:00 PM - Re: Re: Control positioning during ground handling (John Hauck)
31. 03:14 PM - Re: RivetNuts for the nose cone (Richard Girard)
32. 03:20 PM - Re: Re: Control positioning during ground handling (John Hauck)
33. 03:27 PM - Re: flap takeoff (John Hauck)
34. 03:27 PM - Oshkosh (Richard & Martha Neilsen)
35. 03:43 PM - Re: WATER TEMP. LOCATION (Richard Girard)
36. 03:43 PM - Re: Oshkosh (John Hauck)
37. 03:43 PM - Re: Re: Control positioning during ground handling (Ed Chmielewski)
38. 03:44 PM - Re: Oshkosh (Jerry Deckard)
39. 03:46 PM - Re: Kolb to be burned at end of flying season (Larry Bourne)
40. 03:54 PM - Re: RivetNuts for the nose cone (Larry Bourne)
41. 04:15 PM - Re: RivetNuts for the nose cone (David Key)
42. 04:17 PM - Re: WATER TEMP. LOCATION (John Hauck)
43. 04:19 PM - Re: Re: Control positioning during ground handling (Richard Girard)
44. 04:32 PM - Re: Re: Control positioning during ground handling (Eugene Zimmerman)
45. 05:12 PM - Instrumentation requirements per FAR 91....WAS Water Temerature Location (Richard Girard)
46. 05:52 PM - Re: flap takeoff (Wayne Boyter)
47. 05:58 PM - OSHKOSH 2006 (Bill Vincent)
48. 07:04 PM - Re: RivetNuts for the nose cone (Larry Bourne)
49. 07:25 PM - Re: flap takeoff (Eugene Zimmerman)
50. 08:03 PM - Re: WATER TEMP. LOCATION (J.D. Stewart)
51. 09:12 PM - Re: flap takeoff (robert bean)
52. 10:01 PM - Re: Re: Control positioning during ground handling (APilot@webtv.net)
53. 10:16 PM - Re: RivetNuts for the nose cone (APilot@webtv.net)
Message 1
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Dave Bigelow" <up_country@hotmail.com>
> This is not good advice for a Kolb. Propeller air flow does not influence
> the horizontal stabilizer but the wind does. You want to hold the tail
> down or stick back when taxiing downwind, especially in grass.
Jack,
Think about where the elevator is with stick back - it's up. With the wind behind,
that will lift the tail (tail dragger), which is not what you want.
I imagine it would take at least 20 knots of tail wind to lift the tail in this
manner if the stick were full back. We are probably "knit picking" the subject
to death, since it would be pretty unusual to be taxiing a Kolb downwind in
20 + knots of wind. I believe the aileron position is more important. Letting
the wind get under a wing and lift it is a real disaster.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, Rotax 503 DCDI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50674#50674
Message 2
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| Subject: | Re: WATER TEMP. LOCATION |
--> Kolb-List message posted by: Thom Riddle <jtriddle@adelphia.net>
David,
The 912 sensors you refer to are cylinder head temperature
sensors/thermocouples, not water temperature. The water/coolant of
course runs thru the heads and cools them, but the temp sensor is not
measuring the water temp.
Not sure what engine Rick is running but if he wants water temperature,
it should be taken at it hottest point which is upon leaving the head,
before it gets to the radiator. If money and gauge space were no
barrier, it would be nice to know the temp leaving the radiator too,
but if only one is used, it should be the hot one.
Thom in Buffalo
Message 3
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 02:36 AM 7/30/06 -0700, you wrote:
>--> Kolb-List message posted by: "Dave Bigelow" <up_country@hotmail.com>
>
>
>> This is not good advice for a Kolb. Propeller air flow does not influence
>> the horizontal stabilizer but the wind does. You want to hold the tail
>> down or stick back when taxiing downwind, especially in grass.
>
>
>Jack,
>
>Think about where the elevator is with stick back - it's up. With the wind behind,
that will lift the tail (tail dragger), which is not what you want.
>
>I imagine it would take at least 20 knots of tail wind to lift the tail in this
manner if the stick were full back. We are probably "knit picking" the subject
to death, since it would be pretty unusual to be taxiing a Kolb downwind in
20 + knots of wind. I believe the aileron position is more important. Letting
the wind get under a wing and lift it is a real disaster.
>
>--------
>Dave Bigelow
>Kamuela, Hawaii
>FS2, Rotax 503 DCDI
>
Dave,
Think of the horizontal stabilizer and elevator as an air foil. If the elevator
is up, the air foil shape is flat across the top and curved on the bottom, just
the opposite of the wing. So if the wind comes from the front or rear it
passes over the up elevator and the lift vector on the tail is going to be down.
At I22 it is not uncommon to taxi in winds of 20+ mph.
Jack B. Hart FF004
Winchester, IN
Message 4
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| Subject: | Re: Control positioning during ground handling |
Jack;
I think you got your Ox in the Yoke a wee bit backwards. If the elevator
is up and the wind is coming from the rear, the wind will lift the tail.
If the wind is coming from the front, the wind will push the tail down.
Jim Hauck
On 7/30/2006 8:59:16 AM, kolb-list@matronics.com wrote:
> --> Kolb-List message posted by: "Jack B. Hart"
<jbhart@onlyinternet.net>
>
> At 02:36 AM 7/30/06 -0700, you wrote:
> >--> Kolb-List message posted by: "Dave Bigelow"
<up_country@hotmail.com>
> >
> >
> >> This is not good advice for a Kolb. Propeller air flow does not
> influence
> >> the horizontal stabilizer but the wind does. You want to hold the
tail
>
> >> down or stick back when taxiing downwind, especially in grass.
> >
> >
> >Jack,
> >
> >Think about where the elevator is with stick back - it's up. With
the wind behind, that will lift the tail (tail dragger), which is not
what you want.
> >
> >I imagine it would take at least 20 knots of tail wind to lift the
tail in this manner if the stick were full back. We are probably "knit
picking" the subject to death, since it would be pretty unusual to be
taxiing a Kolb downwind in 20 + knots of wind. I believe the aileron
position is more important. Letting the wind get under a wing and lift
it is a real disaster.
> >
> >--------
> >Dave Bigelow
> >Kamuela, Hawaii
> >FS2, Rotax 503 DCDI
> >
>
> Dave,
>
> Think of the horizontal stabilizer and elevator as an air foil.
Message 5
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| Subject: | My Powered Parachute For Sale/ $100 2 U |
Hey,
I've lowered the price on my PPC , Anyone that finds a buyer , I'll give'm
$100 bucks....(when sold)
Just have them mention YOUR name....
Good Luck...
Gotta Fly...
Mike
Send this address to them...
http://www.homebuiltairplanes.com/forums/showthread.php?s=&postid 81#post2081
.
.
.
.
.
Firestar I&II Forum
http://groups.yahoo.com/group/Kolb_Firestar/
My Web Site:
http://www.geocities.com/planecrazzzy/Planecrazzzy.html
Sometimes you just have to take the leap and build your wings on the way down...
---------------------------------
Message 6
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| Subject: | Control positioning during ground handling |
Well, I've got to say, I'm surprised by the responces to this informal poll.
I didn't weigh in, except to state the difference of opinion between myself
and the Kolber I was chatting with, so I'll put my 2 cents worth in.
There is no difference in control positioning when taxiing a tricycle gear
airplane or a taildragger, none.
Lift is about Newton's third law of motion and Bernoulli is just a fancy way
of explaining how air that was forced up to go over the wing is then pulled
downward from whence Newton takes over again.
Holding the elevator up when going downwind IS a good way to end up ass over
tea kettle. Wind hitting a raised elevator will be forced downward and the
tail goes where?
Now, as to keeping the stick forward while taxiing upwind, this is a Kolb
(or any other pusher taildragger) exclusive. There's no prop out front to
hit the ground. If I were in a Cub, say, I'd change my way of thinking, but
I'm not. In the gusty prairie winds, I'd much rather fly the tail should it
come up than try to get a stalled tail to exercise control over a rising
wing.
With the stick forward, I roll on throttle with my left hand, ease in right
rudder to counter P factor and gyroscopic precession of the prop disk
itself, and begin a smooth pull back on the stick as the tail rises. I don't
have to practice my butter churning technique with the stick this way, every
motion is in one direction.
For those of you wondering how a MK III driver advances the throttle with
his left hand, it's simple. PIC seating on mine is on the right.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 7
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
So your saying....You really didn't want an "answer"....
Just a reason to get up on the Soap Box.....
Kinda like Fishing....Just threw out some bait.....
Gotta start building another plane,
Mike in MN
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--------
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.
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Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50700#50700
Message 8
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| Subject: | Re: Control positioning during ground handling |
Ah, another great response from Baja Canada.
On 7/30/06, planecrazzzy <planecrazzzy@yahoo.com> wrote:
>
> --> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
>
> So your saying....You really didn't want an "answer"....
>
> Just a reason to get up on the Soap Box.....
>
> Kinda like Fishing....Just threw out some bait.....
>
> Gotta start building another plane,
> Mike
> in MN
> .
> .
> .
>
> --------
> .
> .
> .
> .
> .
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=50700#50700
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 9
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| Subject: | airworthiness cert |
--> Kolb-List message posted by: "Ralph" <ul15rhb@juno.com>
I got my Firestar inspected on Friday and was granted an airworthiness
certificate. It has 800 hours over 19 years of flying. It proves that
an old machine can still be in good flying condition after all these
years.
Ralph Burlingame
Original Firestar
19 years flying it
N91493 Experimental A/B
________________________________________________________________________
Try Juno Platinum for Free! Then, only $9.95/month!
Message 10
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| Subject: | Re: Control positioning during ground handling |
Thanks Jim,
I was becoming confused...I learned to fly in a J-3 and we were taught to
keep the stick forward when taxiing downwind and back when taxiing into the
wind....common sense tells me that will keep the tail on the ground. sorry
Jack to not agree with you...but friends we shall be....
Jim Swan Michigan
will soon be flying a firestar
no not archive
Message 11
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--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Group, after finding little on the subject, I humbly seek advice.
OK, I really like the flaps (only one notch so far) for landing.
Very gentle touchdowns. But now I'm wondering about one
notch takeoffs? Sure, those SUV/MKIIIs with 90 hp will leap
off like a feather so configured, but I seek the experience of
those who have used them while powered with a lesser
powerplant. This would be, of course, lightly loaded, solo.
-BB
do not archive
Message 12
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 08:08 AM 7/30/06 -0400, you wrote:
> Jack; I think you got your Ox in
>the Yoke a wee bit backwards. If the
>elevator is up and the wind is coming
>from the rear, the wind will lift the
>tail. If the wind is coming from the
>front, the wind will push the tail
>down. Jim HauckOn 7/30/2006 8:59:16
Jim,
There is a very easy way to prove/disprove what I have written.
Take your plane out and face it down wind. Chock the main gear. Put a tie
down stake in the ground next to the tail wheel spring. Tie a rope to the
tie down stake and to the tail wheel spring. Leave about two feet of slack
so the tail can come up off the ground. Get in and crank and warm up the
engine. Hold the stick back against the stop. Slowly advance the throttle
and notice the rpm the tail starts to leave the ground. Then repeat the
process with the stick forward against the stop. The position of the stick
that requires the highest rpm to lift the tail is the most favorable for
downwind taxiing.
Also, since there seems to be some confusion about this, I modified my
FireFly setup drawing with the elevator in the up position. It shows the
FireFly on the ground in the taxiing position and it can be seen at:
http://www.thirdshift.com/jack/firefly/elevup.jpg
If the wind flow is horizontal to the ground, it does not matter if the wind
is up or down wind as it passes over the horizontal stabilizer and elevator
assembly. In both cases the air must travel further to pass below the
assembly than the air that passes above it. This will place down load on
the tail.
Jack B. Hart FF004
Winchester, IN
Message 13
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
I just stated the facts WITHOUT calling anybody "names"
Thanks for the reply...
So what the hell is Baja Canada.....Never mind, I don't care....
Gotta Fly...
Mike in MN
.
.
.
[quote="jindoguy(at)gmail.com"]Ah, another great response from Baja Canada.
On 7/30/06, planecrazzzy wrote:
> --> Kolb-List message posted by: "planecrazzzy" < planecrazzzy@yahoo.com (planecrazzzy@yahoo.com)>
>
> So your saying....You really didn't want an "answer"....
>
> Just a reason to get up on the Soap Box.....
>
> Kinda like Fishing....Just threw out some bait.....
>
> ???????????????????? Gotta start building another plane,
> ??????????????????????????????????????????????????????????????????????Mike in
MN
> .
> .
> .
>
> --------
> .
> .
> .
> .
> .
> Do Not Archive
>
> takes on a whole new meaning
> when you live at the airport.
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50748#50748
Message 14
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| Subject: | Re: airworthiness cert |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
Way ta go Ralph, Did you get yer Repairmans cert yet ?
Hows it feel jumpin "hoops" at your age....
Gotta Fly...
Mike in MN
--------
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.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50750#50750
Message 15
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| Subject: | WATER TEMP. LOCATION |
--> Kolb-List message posted by: "boyd" <by0ung@brigham.net>
>From: "Rick Pearce" <rap@isp.com>
>To: <kolb-list@matronics.com>
>Subject: Kolb-List: WATER TEMP. LOCATION
>Date: Sat, 29 Jul 2006 08:14:43 -0500
>
> Stupid question were in the cooling system do you take the temp.
>reading for a EIS probe? After the radiator or before? I also saw that
>some company was selling premade temp sensor couplings in a past issue of
>Sport Pilot mag. I have not been able to find the add again. Any one know
>what issue had the add?
> Rick Pearce MK3 amphib
>Do not archive
I will speak for the 912 as that is the only engine I have experience
with.... the 912 installation manual does not suggest that the water temps
be monitored. If you monitor the head temps, that will give you enough
information about the water temps. Now because the eis had a water temp
sensor, I put it in one of the fittings on the corner of the head, and put
the head temp probe under the water temp fitting. That gives me a
comparison to check if the readings are the same.
I believe kolb or the eis manufacture, cant remember which one, suggested
that the expansion tank have a nut welded to the side of it, then drill
through the side of the tank , and the insertion probe be installed at that
location.
Either way the temps should be taken before the radiator. That would give
you the highest temp the engine / coolant is subject to....
Also another note on the 912, is that they do not recommend a minimum water
temp. thus no thermostat. They do recommend a minimum temp for the oil but
not the water. In the winter I have to tape my oil radiator to keep the
heat up... also tape the water radiator to keep the temps up so my heater
will work better.
Boyd
Message 16
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--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Robert,
I like cleaning it up before I took off with my 582 and a Mark III. Just
felt like it worked better, no science on the subject. Once with a passenger
I took off with one notch, it seemed like it took A LOT longer to get off
the ground. Even solo I clean it up before take off.
Dave
do not archive
>From: robert bean <slyck@frontiernet.net>
>To: kolb-list@matronics.com
>Subject: Kolb-List: flap takeoff
>Date: Sun, 30 Jul 2006 12:42:21 -0400
>
>--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
>Group, after finding little on the subject, I humbly seek advice.
>OK, I really like the flaps (only one notch so far) for landing.
>Very gentle touchdowns. But now I'm wondering about one
>notch takeoffs? Sure, those SUV/MKIIIs with 90 hp will leap
>off like a feather so configured, but I seek the experience of
>those who have used them while powered with a lesser
>powerplant. This would be, of course, lightly loaded, solo.
>-BB
>do not archive
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
Message 17
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--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>From: robert bean <slyck@frontiernet.net>
>To: kolb-list@matronics.com
>Subject: Kolb-List: flap takeoff
>Date: Sun, 30 Jul 2006 12:42:21 -0400
>
>--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>
>Group, after finding little on the subject, I humbly seek advice.
>OK, I really like the flaps (only one notch so far) for landing.
>Very gentle touchdowns. But now I'm wondering about one
>notch takeoffs? Sure, those SUV/MKIIIs with 90 hp will leap
>off like a feather so configured, but I seek the experience of
>those who have used them while powered with a lesser
>powerplant. This would be, of course, lightly loaded, solo.
>-BB
>do not archive
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
Message 18
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Baja (Lower) Canada ?? I dunno........must be close to Upper Michigan. :-)
Lar. Do not Archive.
----- Original Message -----
Sent: Sunday, July 30, 2006 10:13 AM
> --> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
>
> I just stated the facts WITHOUT calling anybody "names"
>
> Thanks for the reply...
>
> So what the hell is Baja Canada.....Never mind, I don't care....
>
> Gotta Fly...
> Mike in MN
> .
Message 19
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--> Kolb-List message posted by: APilot@webtv.net
I have taken of with none, one notch and full. No problem with any
setting. Climb seems the same with none and one notch. Probably
because with one notch, more air gets to the lower arc of the prop. It
does not seem to climb efficiently with full flaps. With more
horsepower, it would probably be fine.
Message 20
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
All caused by my stupidity.
My lovely newly painted, shiny new plane. Hells Bloody Bells.
Pat
--------------------------------------------------------------------------------
Hi Pat:
Welcome to the club.
john h
mkIII
Message 21
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| Subject: | RivetNuts for the nose cone |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
I wanted to use rivetnuts on to hold the nose cone on and I was wondering
which size to use. Does someone have experience with these? What size did
you use?
Message 22
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
Thanks Big Lar, I get it now....
If they really wanna make fun of me , I'm from Calif....
There's aways somethin there....or just make it up...
How's work Big Lar, ....Been really hot here, must be Hell there...
Been hitting Fly-ins like crazzzy around here , Kind of glad there wasn't
one this weekend , or I'da had to be out in this heat....
Gotta Fly...
Mike in MN , Dreamin about my next plane
.
.
.
--------
.
.
.
.
.
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=50775#50775
Attachments:
http://forums.matronics.com//files/day_of_first_flight_12_27_04_010_184.jpg
Message 23
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Humid and hotter'n hell here last week, but it's moderated some now.
Grin at the idiots, and talk nice to the sane ones. Helps yer own sanity.
Don't let the a--holes getcha down.
They're closing the hotel I work at for 18 - 24 months for a complete
renovation, remodeling, and expansion, so as of Aug 13, I'm out of a job.
What Fun ! ! ! Do not Archive.
----- Original Message -----
Sent: Sunday, July 30, 2006 12:12 PM
> --> Kolb-List message posted by: "planecrazzzy" <planecrazzzy@yahoo.com>
>
> Thanks Big Lar, I get it now....
>
> If they really wanna make fun of me , I'm from Calif....
>
> There's aways somethin there....or just make it up...
>
> How's work Big Lar, ....Been really hot here, must be Hell there...
>
> Been hitting Fly-ins like crazzzy around here , Kind of glad there wasn't
> one this weekend , or I'da had to be out in this heat....
>
> Gotta Fly...
> Mike in MN , Dreamin about my next
> plane
> .
> .
> .
>
> --------
> .
> .
> .
> .
> .
> Do Not Archive
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=50775#50775
>
>
> Attachments:
>
> http://forums.matronics.com//files/day_of_first_flight_12_27_04_010_184.jpg
>
>
>
Message 24
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| Subject: | Re: Throttle to Cable Question... all models |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| have you guys done here?
| Thanks,
| Almost Done David
David/All:
I drill out that tiny hole to 3/32". Then use a 3/32" A&E clevis pin.
They are intended for this purpose. The cotter pin is not.
There was a gentleman that broke his Twinstar because of a broken
cotter pin in the throttle.
The 3/32" clevis pin can be purchased at most aviation hardware
sources.
john h
mkIII
Message 25
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| Subject: | Re: Throttle to Cable Question... all models |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| That don't look like a good idea Your throttle cable is going to
fail sooner
| or later because of where it is bending in the pic
|
|
| Ellery in Maine
Ellery/Gang:
I have found nothing wrong with the standard Kolb throttle, which I
have used for a good period of time.
I do replace my throttle cable every 500 to 600 hours as a precaution.
I also replace the cotter pin with a 3/32" clevis pin.
john h
mkIIl
Message 26
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| Subject: | Re: Kolb to be burned at end of flying season |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
It won't burn anyway, if it's
| covered with Stits. Lar.
Larry/Gang:
Disregard, if you were joking about Stits fabric not burning.
If you were serious, you might want to test out some Stits (Polyfiber)
fabric that has been processed through finish paint, or bare polyester
dacron. It is very flamable.
Having had the opportunity to recover or dispose of parts and complete
airplanes, over the years, I have also had a lot of experience burning
polyester dacron in the finished mode. For that matter, I helped burn
the fabric we pulled from Larry Cottrell's FSII last May. Burns very
well.
Take care,
john h
mkIII
Message 27
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| Subject: | Re: WATER TEMP. LOCATION |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Stupid question were in the cooling system do you take the temp.
reading for a EIS probe? Rick Pearce MK3 amphib
Rick/Gang:
If you are referring to the 912 series engines, there is no
requirement to read water temp. Only cylinder head metal temperature.
This point was covered quite well in the past three 912 schools I
attended, presented by Eric Tucker.
Water Temp can not be found in the book. It is not relative to the
912.
The cylinder heads are water and oil cooled. Engine oil cools the
heads enough to be able to continue operating the engine in the event
the water cooling system has a failure, partial or catastrophic, at
reduced power to make a precautionary landing.
john h
mkIII
Message 28
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| Subject: | Re: WATER TEMP. LOCATION |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
unscrew the silver nut that
| holds the nipples onto the engine and put them under there. And
screw them
| back on. |
David K/Gang:
The 912 has a temp sender in the number 2 and the number 3 cylinder
head. Both these senders are reading cylinder head metal temp and not
water temp.
There is a third identical sender installed in the engine oil pump.
This sender transmits engine oil temp. If it fails, for some reason,
you can use the sender out of the number 3 cylinder head to replace
the one in the oil pump or the number 2 CHT sender.
Monitoring water temp provides no information required to operate the
912 series engines. Engine oil temp and cylinder head metal temp are
only temps necessary to monitor on the 912.
john h
mkIII
Message 29
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
tail in this manner if the stick were full back. | --------
| Dave Bigelow
Dave B/Gang:
Takes very little tail wind to put the FF on its nose. Far less than
20 kts or 20 mph.
I, personally, can not imagine taxiing and flying a FF in 20 kts or
more wind.
Remember putting the FF on its nose while taxiing back to take off at
Sun and Fun several years ago. Certainly was nothing near 20 kts that
did the number on me and my trusty FF. The idle was set too high on
the 447. When it went up on its nose, the high idling 447 kept it
going for half the length of the field before I could get it stopped.
When it did stop, I stuck my foot out, pushed it back up, taxied on
down and took off like nothing had happened. All in a days work.
john h
mkIII
Message 30
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
So if the wind comes from the front or rear it passes over the up
elevator and the lift vector on the tail is going to be down.
|
| At I22 it is not uncommon to taxi in winds of 20+ mph.
|
| Jack B. Hart FF004
Jack B Hart/Gang:
Not so.
To taxi a FF with the stick back and a 20+ mph tail wind will promptly
put you on your nose.
Check your wind speed indicator. I get the impression it needs to be
calibrated, somewhat.
john h
mkIII
Message 31
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| Subject: | Re: RivetNuts for the nose cone |
David, I've put plenty of these things in over the years, but not for the
purpose you propose. If it were me, I'd use 10-24 UNC if I could find them,
10-32 UNF otherwise. Use the steel Rivnuts, not aluminum, and don't forget
the little slot to engage the nub on the underside of the head, if you don't
they spin. Learned that one the hard way, and just like pop rivets they're a
***** to drill out after they start spinning.
Rick
On 7/30/06, David Key <dhkey@msn.com> wrote:
>
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> I wanted to use rivetnuts on to hold the nose cone on and I was wondering
> which size to use. Does someone have experience with these? What size did
> you use?
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 32
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| that requires the highest rpm to lift the tail is the most favorable
for
| downwind taxiing.
|
| Jack B. Hart FF004
Jack B Hart/Gang:
You don't reckon the FF high thrust line is having anything to do with
the tail raising when tied down no matter where the control stick is
located? I bet you could put a concrete block on the horizontal
stabilizer and still get the tail off the ground with the stick in the
aft position at wide open throttle.
Reaction of an aircraft tied to a stake and down wind taxiing don't
have much in common best I can tell.
john h
mkIII
Message 33
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|
| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| But now I'm wondering about one
| notch takeoffs? | -BB
BB/Gang:
I find the MKIII takes off and climbs much better without the use of
flaps.
However, there are times when flaps will assist in getting the MKIII
off the ground quicker, i.e., flying off soft, rough, wet, sandy
fields. I usually start my ground roll clean. When the AIS needle
swings through 30 mph, I snatch in full flaps. The MKIII usually pops
right off the ground. Soon as it breaks ground, I slowly push them
back up to the clean position.
At times I use one notch, 20 degs of flaps to get me out of my short
field. That is when my max gross take off weight is pushing 1,200
lbs. 20 degs of flaps gives me more latitude to stay above stall,
although it is not climbing as quickly nor moving as fast across the
ground as it would when loaded much lighter. I have to make a 90 deg
right or left turn on takeoff to the north from my strip if I am
loaded to heavily to climb straight out over the tall trees to the
north.
I never attempt to take off and continue to climb out with full flaps.
Not a good idea. Does not work. If the mkIII is stalled with full
flaps at low level, it is likely not going to be able to recovered
before you bounce off the ground.
john h
mkIII
Message 34
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|
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
John H/All
I see you are back from Oshkosh. Anything new? Photos?
I saw a photo of Gene Smith (Valley Engineering & Colver Prop) flying a 4
stroke V twin powered plane. They seem to fly but he has a real knack of
building ugly airplanes.
Rick Neilsen
Redrive VW powered MKIIIc
Message 35
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|
| Subject: | Re: WATER TEMP. LOCATION |
One of the great things about this list, for me, anyway, is that it makes me
look things up so I don't go off half cocked. Here is what your Friendly
Aircraft Admin has to say on the subject of instrumentation.
Sec. 91.205 Powered civil aircraft with standard category U.S.
airworthiness
certificates: Instrument and equipment requirements.
(a) General. Except as provided in paragraphs (c)(3) and (e) of this
section, no person may operate a powered civil aircraft with a standard
category U.S. airworthiness certificate in any operation described in
paragraphs (b) through (f) of this section unless that aircraft contains
the
instruments and equipment specified in those paragraphs (or FAA-approved
equivalents) for that type of operation, and those instruments and items
of
equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the
following
instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
** (6) Temperature gauge for each liquid-cooled engine. ** (Asterisks mine)
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a retractable
landing gear.
If in doubt talk to your local FSDO and/or your DAR about local
interpretation of these requirements, since it does not specifically say
water temperature.
Rick Girard
Message 36
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|
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
|
| Rick Neilsen
Hi Rick/All:
Got home about 1300 today.
Will write a short report of my flight and OSH after I get my gear
unpacked and the washer going.
Gene's "Barn Yard Flyer" was powered by a Generac V-Twin. Gene says
he is modifying it and producing 40 hp. Of course, it is turning the
prop through a reduction drive. The airplane is so ugly it sorta
grows on me. I like the looks of Gene sitting on the wing, climbing
out steeply and putting around the UL pattern.
More later,
john h
mkIII
Message 37
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: "Ed Chmielewski" <edchmiel@mindspring.com>
Way too much debate going on about this for me. Seems it was worked out
just after the Wrights did their thing, and has been taught by everyone from
them to the FAA Flight Training Handbook to Langeswieche to... Into a
headwind stick back; with a tailwind stick forward.
But there are always those who will debate the laws of physics.
BTW, if someone is good at engineering, I have an interesting CG question I
need answered. Simple, but hard.
Ed in JXN (MI)
MkII/503
Message 38
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|
--> Kolb-List message posted by: "Jerry Deckard" <mustangsally@semo.net>
I talked to Gene and his Son about the engine. They are going to be putting
this on a Kolb soon. They weren't sure if it was a Mk II or early III. The
Kolb belongs to Dick Starks wife of the Dawn Patrol fame. I am only about 3
hr drive from them. When it is done, I may drive up and have a look.
Considering the engine on a Firestar.
Jerry
> I see you are back from Oshkosh. Anything new? Photos?
>
> I saw a photo of Gene Smith (Valley Engineering & Colver Prop) flying a 4
> stroke V twin powered plane. They seem to fly but he has a real knack of
> building ugly airplanes.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 39
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|
| Subject: | Re: Kolb to be burned at end of flying season |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Hmmm........interesting, and good to know. I was told by several people
that it wouldn't support combustion by itself. Calls for more caution, eh
?? Lar.
----- Original Message -----
Sent: Sunday, July 30, 2006 2:38 PM
> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> It won't burn anyway, if it's
>
> Larry/Gang:
>
> Disregard, if you were joking about Stits fabric not burning.
>
> If you were serious, you might want to test out some Stits (Polyfiber)
> fabric that has been processed through finish paint, or bare polyester
> dacron. It is very flamable.
>
> Having had the opportunity to recover or dispose of parts and complete
> airplanes, over the years, I have also had a lot of experience burning
> polyester dacron in the finished mode. For that matter, I helped burn
> the fabric we pulled from Larry Cottrell's FSII last May. Burns very
> well.
>
> Take care,
>
> john h
> mkIII
>
>
>
Message 40
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|
| Subject: | Re: RivetNuts for the nose cone |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
David, I've had a lot of experience with Riv-Nuts in my work, and I wouldn't
use them on my plane. If the threads get a little dirty, or you get a burr
on the threads, etc., the miserable things will spin, and be a royal pain to
remove. On my nose cone, I used the AN366F anchor nuts from A/C Spruce.
Absolutely solid and dependable. Lar.
----- Original Message -----
Sent: Sunday, July 30, 2006 12:03 PM
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> I wanted to use rivetnuts on to hold the nose cone on and I was wondering
> which size to use. Does someone have experience with these? What size did
> you use?
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 41
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|
| Subject: | Re: RivetNuts for the nose cone |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
I want to be able to take the nose off without drilling everything out. Do
you have photos of the AN366F anchor nuts being used?
>From: "Larry Bourne" <biglar@gogittum.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: RivetNuts for the nose cone
>Date: Sun, 30 Jul 2006 15:53:27 -0700
>
>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
>David, I've had a lot of experience with Riv-Nuts in my work, and I
>wouldn't use them on my plane. If the threads get a little dirty, or you
>get a burr on the threads, etc., the miserable things will spin, and be a
>royal pain to remove. On my nose cone, I used the AN366F anchor nuts from
>A/C Spruce. Absolutely solid and dependable. Lar.
>
>----- Original Message ----- Sent: Sunday, July 30, 2006 12:03 PM
>
>
>>--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>>
>>I wanted to use rivetnuts on to hold the nose cone on and I was wondering
>>which size to use. Does someone have experience with these? What size did
>>you use?
>>
>>
>>
>>
>>
>>http://www.matronics.com/Navigator?Kolb-List
>>http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>http://www.matronics.com/Navigator?Kolb-List
>http://wiki.matronics.com
>
>
Message 42
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|
| Subject: | Re: WATER TEMP. LOCATION |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| airworthiness
| certificates: Instrument and equipment requirements.
(Asterisks mine)
|
| If in doubt talk to your local FSDO and/or your DAR about local
| interpretation of these requirements, since it does not specifically
say
| water temperature.
|
| Rick Girard
|
Hi Rick/Gang:
Don't have any problem with the above, especially since it is for
"standard category U.S. airworthiness certificates". However, we here
on the Kolb List are primarily interested in Experiemental Amateur -
Built.
You are also correct, it could go for water or anything else, for that
matter. All it says is a temp gauge for each liqueid-cooled engine.
No matter, there is no requirement to monitor water temp for the 912
series engine for safe operation, or otherwise. The only requirement
is cylinder head metal temp and engine oil temp.
john h
mkIII
Message 43
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|
| Subject: | Re: Control positioning during ground handling |
Jack, et al, As it happens I was out hacking the weeds down around the
lagoon this afternoon when a 182 razorback made the turn to back taxi down
the runway. It was blowing 20 with gusts to 30 here in the Sunflower State
at the time. He had full up elevator cranked in and as he came around the
tail of the plane began pogoing up and down far more than the surface of the
runway (dead grass over sunbaked dirt) should cause. Didn't take long for
him to get the elevator to full down position and the pogoing stopped.
Check out "The Compleat Taildragger Pilot" by Harvey S. Plourde, or "Stick
and Rudder" by Wolfgang Langewiesche.
Neither agrees with me about full stick forward while taxiing up wind or at
the start of the takeoff roll, it is my adaptation to the Mk III and it
works for me.
Rick
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 44
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|
| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
Jack,
I believe your logic is flawless but your analysis of the effect is
incorrect due to a very significant piece of information has not
been taken into consideration.
That would be the completely different horizontal stabilizer and
elevator assembly leading edge and trailing plan-form SHAPE relative
to the each specific wind direction.
If you were to reverse mount your horizontal stabilizer and elevator
assembly surfaces would you still have enough elevator control
authority? Certainly not!
On Jul 30, 2006, at 2:00 PM, Jack B. Hart wrote:
> If the wind flow is horizontal to the ground, it does not matter if
> the wind
> is up or down wind as it passes over the horizontal stabilizer and
> elevator
> assembly. In both cases the air must travel further to pass below the
> assembly than the air that passes above it. This will place down
> load on
> the tail.
Message 45
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| Subject: | Instrumentation requirements per FAR 91....WAS Water Temerature |
Location
John, et al, The debate about requirements for experimental aircraft goes
on, I think, on every list, at least the ones I belong to (Canard-Aviators,
Aeroelectric, and this one, currently). Notice in this preface to Part 91
that ultralights operating under Part 103 are exempt as are unmanned
aircraft under Part 101, but no exemption is made of either experimental or
LSA.
Sec. 91.1 Applicability.
(a) Except as provided in paragraphs (b) and (c) of this section and
Secs.
91.701 and 91.703, this part prescribes rules governing the operation of
aircraft (other than moored balloons, kites, unmanned rockets, and
unmanned
free balloons, which are governed by part 101 of this chapter, and
ultralight
vehicles operated in accordance with part 103 of this chapter) within the
United States, including the waters within 3 nautical miles of the U.S.
coast.
(b) Each person operating an aircraft in the airspace overlying the
waters
between 3 and 12 nautical miles from the coast of the United States shall
comply with Secs. 91.1 through 91.21; Secs. 91.101 through 91.143; Secs.
91.151 through 91.159; Secs. 91.167 through 91.193; Sec. 91.203; Sec.
91.205;
Secs. 91.209 through 91.217; Sec. 91.221; Secs. 91.303 through 91.319;
Sec.
91.323; Sec. 91.605; Sec. 91.609; Secs. 91.703 through 91.715; and 91.903.
(c) This part applies to each person on board an aircraft being operated
under this part, unless otherwise specified.
Section 91.205 is specifically mentioned.
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 46
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: "Wayne Boyter" <boyter@mcsi.net>
Robert
I like cleaning it up before I took off with my 582 and a Mark III. Just
felt like it worked better, If I had a engine out on take off I would not
like the flaps on.
I have 450 hrs.
Wayne
----- Original Message -----
Sent: Sunday, July 30, 2006 11:01 AM
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> Robert,
> I like cleaning it up before I took off with my 582 and a Mark III. Just
> felt like it worked better, no science on the subject. Once with a
> passenger I took off with one notch, it seemed like it took A LOT longer
> to get off the ground. Even solo I clean it up before take off.
> Dave
>
> do not archive
>
>
>>From: robert bean <slyck@frontiernet.net>
>>To: kolb-list@matronics.com
>>Subject: Kolb-List: flap takeoff
>>Date: Sun, 30 Jul 2006 12:42:21 -0400
>>
>>--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>>
>>Group, after finding little on the subject, I humbly seek advice.
>>OK, I really like the flaps (only one notch so far) for landing.
>>Very gentle touchdowns. But now I'm wondering about one
>>notch takeoffs? Sure, those SUV/MKIIIs with 90 hp will leap
>>off like a feather so configured, but I seek the experience of
>>those who have used them while powered with a lesser
>>powerplant. This would be, of course, lightly loaded, solo.
>>-BB
>>do not archive
>>
>>
>>
>>
>>http://www.matronics.com/Navigator?Kolb-List
>>http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
>
Message 47
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Hi Gang
Just got back yesterday from Oshkosh 2006 Fly-In.
I had the opportunity to visit with John Hauck and the Kolb team and as
usual they make you feel like "family" and answer all your Kolb
questions.
Once again Dick Rayhill and John Hauck showed the Ultralight community
how great the Kolb planes are, both did lots of flying for the crowd.
If you are at a fly-in and the Kolb trailer is there, I highly recommend
you stop in and say "Hi" it won't be long and you'll feel like "family".
Bill and Anna Vincent
Firestar II
Upper Peninsula of Michigan
Do Not Archive
Message 48
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| Subject: | Re: RivetNuts for the nose cone |
I just went out and took a couple of pics. Let's see if I can still attach
'em here......... Sorry - Vamoose needs a bath, but that'll come.
----- Original Message -----
Sent: Sunday, July 30, 2006 4:13 PM
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> I want to be able to take the nose off without drilling everything out. Do
> you have photos of the AN366F anchor nuts being used?
>
>
>>From: "Larry Bourne" <biglar@gogittum.com>
>>To: <kolb-list@matronics.com>
>>Subject: Re: Kolb-List: RivetNuts for the nose cone
>>Date: Sun, 30 Jul 2006 15:53:27 -0700
>>
>>--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>>
>>David, I've had a lot of experience with Riv-Nuts in my work, and I
>>wouldn't use them on my plane. If the threads get a little dirty, or you
>>get a burr on the threads, etc., the miserable things will spin, and be a
>>royal pain to remove. On my nose cone, I used the AN366F anchor nuts from
>>A/C Spruce. Absolutely solid and dependable.
>>Lar.
>>
Message 49
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
On Jul 30, 2006, at 8:50 PM, Wayne Boyter wrote:
> , If I had a engine out on take off I would not like the flaps on.
> I have 450 hrs.
> Wayne
There is one really good effect of having some flaps on take off.
All the high thrust-line kolbs have one very significant
vulnerability that is commonly overlooked.
That is ,,, should a "SUDDEN" engine out ever occur while in a very
steep typical Kolb climb, the adequate nose down rotation that is
required to prevent an inadvertent stall from this attitude and
airspeed is extremely difficult to achieve without the rotational
help of flaps.
For this reason I also prefer a trim setting on takeoff that
requires that I hold some back stick pressure until adequate altitude
is reached
Experiment with it sometime at altitude.
Message 50
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| Subject: | WATER TEMP. LOCATION |
That list is for certified aircraft. 91.205 doesn't apply. If
you're
not flying it night or IFR, an experimental doesn't have to have
anything on
it, technically.
Check out
members.eaa.org/home/homebuilders/faq/1Equipping%20a%20Homebuilt%20for%20
IFR
%20operations.html You need to be a member to view it. In case
anyone's
not, I'll post the pertinent part here:
Minimum requirements;
The operation of a homebuilt aircraft is most directly governed by its
Operating Limitations. These Operating Limitations are issued along with
and
as a part of the airworthiness certificate when the aircraft is
initially
inspected and licensed by the FAA. This is where the pilot must look in
order to verify whether the aircraft is approved for a particular type
of
operation (i.e., IFR, aerobatics, etc.)
In order for the aircraft to be approved for IFR operations, the
Operating
Limitations must contain the following or a similarly worded statement:
=93After completion of phase I flight testing, unless appropriately
equipped
for night and/or instrument flight in accordance with =A7 91.205, this
aircraft is to be operated under VFR, day only.=94
The entry specifies that the aircraft can be operated under IFR once the
initial flight test period is complete, so long as it=92s equipped in
accordance with 14 CFR Part 91, section 91.205. This is the regulation
that
spells out the minimum equipment required for day/VFR, night/VFR, and
IFR
flight operations. Normally, section 91.205 would not apply to a
homebuilt
because it specifically refers to =93powered civil aircraft with
standard
category U.S. airworthiness certificates". However, the above operating
limitation makes it applicable to homebuilts IF you want to use it for
IFR.
Hope that helps. Back to lurking...
J.D. Stewart
UltraFun AirSports, LLC
www.ultrafunairsports.com
Titan Aircraft E-mail list
http://groups.yahoo.com/group/Titanaircraft/
Challenger E-mail list
http://groups.yahoo.com/group/FlyChallenger/
_____
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Richard
Girard
Sent: Sunday, July 30, 2006 5:43 PM
One of the great things about this list, for me, anyway, is that it
makes me
look things up so I don't go off half cocked. Here is what your Friendly
Aircraft Admin has to say on the subject of instrumentation.
Sec. 91.205 Powered civil aircraft with standard category U.S.
airworthiness
certificates: Instrument and equipment requirements.
(a) General. Except as provided in paragraphs (c)(3) and (e) of this
section, no person may operate a powered civil aircraft with a
standard
category U.S. airworthiness certificate in any operation described in
paragraphs (b) through (f) of this section unless that aircraft
contains
the
instruments and equipment specified in those paragraphs (or
FAA-approved
equivalents) for that type of operation, and those instruments and
items
of
equipment are in operable condition.
(b) Visual-flight rules (day). For VFR flight during the day, the
following
instruments and equipment are required:
(1) Airspeed indicator.
(2) Altimeter.
(3) Magnetic direction indicator.
(4) Tachometer for each engine.
(5) Oil pressure gauge for each engine using pressure system.
** (6) Temperature gauge for each liquid-cooled engine. ** (Asterisks
mine)
(7) Oil temperature gauge for each air-cooled engine.
(8) Manifold pressure gauge for each altitude engine.
(9) Fuel gauge indicating the quantity of fuel in each tank.
(10) Landing gear position indicator, if the aircraft has a
retractable
landing gear.
If in doubt talk to your local FSDO and/or your DAR about local
interpretation of these requirements, since it does not specifically say
water temperature.
Rick Girard
Message 51
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Thanks for all the input.
-BB
On 30, Jul 2006, at 8:50 PM, Wayne Boyter wrote:
> --> Kolb-List message posted by: "Wayne Boyter" <boyter@mcsi.net>
>
> Robert
> I like cleaning it up before I took off with my 582 and a Mark III.
> Just
> felt like it worked better, If I had a engine out on take off I would
> not like the flaps on.
> I have 450 hrs.
> Wayne
>
>
> ----- Original Message ----- Sent: Sunday, July 30, 2006 11:01 AM
>
>
>> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>>
>> Robert,
>> I like cleaning it up before I took off with my 582 and a Mark III.
>> Just felt like it worked better, no science on the subject. Once with
>> a passenger I took off with one notch, it seemed like it took A LOT
>> longer to get off the ground. Even solo I clean it up before take
>> off.
>> Dave
>>
>> do not archive
>>
>>
>>> From: robert bean <slyck@frontiernet.net>
>>> To: kolb-list@matronics.com
>>> Subject: Kolb-List: flap takeoff
>>> Date: Sun, 30 Jul 2006 12:42:21 -0400
>>>
>>> --> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
>>>
>>> Group, after finding little on the subject, I humbly seek advice.
>>> OK, I really like the flaps (only one notch so far) for landing.
>>> Very gentle touchdowns. But now I'm wondering about one
>>> notch takeoffs? Sure, those SUV/MKIIIs with 90 hp will leap
>>> off like a feather so configured, but I seek the experience of
>>> those who have used them while powered with a lesser
>>> powerplant. This would be, of course, lightly loaded, solo.
>>> -BB
>>> do not archive
>>>
>>>
>>>
>>>
>>> http://www.matronics.com/Navigator?Kolb-List
>>> http://wiki.matronics.com
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>> http://www.matronics.com/Navigator?Kolb-List
>> http://wiki.matronics.com
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Kolb-List
> http://wiki.matronics.com
>
>
Message 52
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: APilot@webtv.net
CG problems are fun.....let'r rip. Even if my answer is not popular, I
bet I will learn something. Vic
Message 53
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| Subject: | Re: RivetNuts for the nose cone |
--> Kolb-List message posted by: APilot@webtv.net
RivetNuts are a good idea. My CG was not right and I had to move the
battery to the nose cone area. Then, I could not get to it to service
it. So.......I cut an access door in the top of the fiberglass nose
cone and used a tongue to hold the front and two twist type fasterners
to attach the rear of it to the fiberglass. Now it is great for getting
to whatever and it is great for flying without it in the summer because
it provides a very pleasant breeze in the cockpit. There was no
difference in the GPS readings for ground speed and since the vacuum was
relieved in the nose cone area, the airspeed indicator was consistently
accurate throughout the speed range. Now, there is little need to
remove the nose cone.
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