Today's Message Index:
----------------------
1. 01:57 AM - Re: Ultralight Callsign (Dave Bigelow)
2. 04:06 AM - Re: Txp's, survival gear (pat ladd)
3. 05:15 AM - Re: Re: Ultralight Callsign (Jack B. Hart)
4. 05:36 AM - Re: Re: Ultralight Callsign (Thom Riddle)
5. 05:56 AM - Re: Re: Ultralight Callsign (Richard Girard)
6. 07:00 AM - Re: Re: Ultralight Callsign (Richard Pike)
7. 07:31 AM - Re: Re: Ultralight Callsign (John Hauck)
8. 08:33 AM - Re: Gas Tank Study (Rex Rodebush)
9. 08:37 AM - Re: Gas Tank Study (John Bickham)
10. 09:14 AM - Re: Re: Gas Tank Study (John Hauck)
11. 09:16 AM - Re: Re: Gas Tank Study (John Hauck)
12. 09:17 AM - Re: Txp's (pat ladd)
13. 09:34 AM - Re: Re: Ultralight Callsign (Richard Pike)
14. 09:42 AM - Re: Re: Ultralight Callsign (John Hauck)
15. 09:52 AM - Re: Gas Tank Study (John Bickham)
16. 09:54 AM - Re: Re: Gas Tank Study (pat ladd)
17. 10:06 AM - Frozen Lake pic (olendorf)
18. 10:11 AM - Re: Re: Gas Tank Study (Jim Dunn)
19. 10:29 AM - Re: Frozen Lake pic (John Williamson)
20. 10:50 AM - Re: Ultralight Callsign (russ kinne)
21. 12:10 PM - Re: Gas Tank Study (Paul Petty)
22. 12:16 PM - Re: Frozen Lake pic (jim)
23. 12:44 PM - Re: Ultralight Callsign (John Williamson)
24. 01:00 PM - Re: Xtra on Barnstormers (russ kinne)
25. 01:04 PM - Re: Re: Ultralight Callsign (David Lehman)
26. 01:04 PM - Re: Frozen Lake pic (olendorf)
27. 01:13 PM - Fw: Re: Ultralight Callsign (David Lehman)
28. 01:29 PM - Re: Frozen Lake pic (jim)
29. 01:46 PM - Re: Gas Tank Study (Rex Rodebush)
30. 02:04 PM - Re: Re: Gas Tank Study (John Hauck)
31. 02:08 PM - Re: Re: Frozen Lake pic (John Hauck)
32. 02:16 PM - Re: Ultralight Callsign (Kirby Dennis Contr MDA/AL)
33. 02:35 PM - Re: Re: Frozen Lake pic (John Hauck)
34. 02:54 PM - Callsign (Kirby Dennis Contr MDA/AL)
35. 03:01 PM - Re: Ultralight Callsign (John Williamson)
36. 03:16 PM - Re: Callsign (jim)
37. 03:19 PM - Re: Frozen Lake pic (jim)
38. 03:29 PM - Re: Ultralight Callsign (jim)
39. 05:03 PM - Re: Re: Ultralight Callsign (Richard Pike)
40. 05:16 PM - Re: Re: Ultralight Callsign (John Hauck)
41. 05:52 PM - Re: Re: Ultralight Callsign (russ kinne)
42. 05:54 PM - Re: Re: Ultralight Callsign (Jack B. Hart)
43. 05:58 PM - Re: Re: Ultralight Callsign (Richard Pike)
44. 06:25 PM - Re: Re: Ultralight Callsign (John Hauck)
45. 06:30 PM - Re: Re: Ultralight Callsign (John Hauck)
46. 07:56 PM - Re: Ultralight Callsign (possums)
47. 09:02 PM - Re: Re: Ultralight Callsign (knowvne@aol.com)
48. 09:36 PM - Re: Re: Ultralight Callsign aka C-54 (Bob Noyer)
Message 1
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| Subject: | Re: Ultralight Callsign |
Since the early 80's when I first started carrying a hand held VHF radio in ultralights,
I have used the station license of the radio for a call sign. I'm always
Ultralight 10U no matter what model ultralight I'm flying.
Even though the regulations don't address it specifically, aircraft other than
certified GA aircraft usually use the type aircraft rather than the manufacturor
in the call sign. For instance, a Phoebus sailplane will always call himself
"Sailplane 90WS" rather than "Phoebus 90WS". A Grob motor glider will call
himself "Motor Glider 90WS" rather than "Grob 90WS".
After registration, I plan on calling myself "Light Sport 90WS" (actual numbers
will be the registration numbers). My guess is that once the light sport category
becomes popular, they will shorten that to "Sport 90WS". Probably during
initial contact with tower, the best would be to use "Light Sport 90WS Experimental".
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-210#95210
Message 2
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| Subject: | Re: Txp's, survival gear |
I carry what I think I'll need to keep me alive, >>
Quite so Russ,
your wide range of conditions in the US against those in the UK just
dont bear comparison. Here you would be hard put to find an area to
crash in, except perhaps a bit of Wales and and part of Scotland, that
you wouldnt be found pretty sharpish.
On the other hand only a few years ago the remains of a Hurricane with
the pilots skeleton still in the cockpit was found which had been
sitting in a wood in Surrey since 1940. Surrey is probably one of the
counties with the highest population in the UK, so as Fats said `one
never knows do one?`
Cheers
Pat
Message 3
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| Subject: | Re: Ultralight Callsign |
At 08:52 PM 2/14/07 -0800, you wrote:
>>> 103.17 Operations in certain airspace.
>>> No person may operate an ultralight vehicle within
>>> Class A, Class B, Class C, or Class D airspace or
>>> within the lateral boundaries of the surface area of
>>> Class E airspace designated for an airport unless
>>> that person has prior authorization from the ATC
>>> facility having jurisdiction over that airspace.
>>>
>>> The required authorization is required to be
>>> obtained while the ultralight is still on the ground
>>> and the ATC Facility contacted will give specific
>>> instructions to the ultralight vehicle operator.
>
>The above makes no requirement to obtain authorization while still on the
>ground.
Jim,
Am I missing something here?
For the last several years I have been flying into tower controlled airports
for fly ins. I always used a cell phone to call before leaving the ground.
I have never been denied permission to land. I told them I was a red Kolb
FireFly, I would explain my route, and we would agree on a holding pattern
within sight of the tower until they could pick me up. I told them I could
hear them on the radio but due to the open cockpit they would not be able to
understand any thing I said. They always picked me up right away and phased
me in between other air craft. On one trip they called me several times on
the way to ask where I was. They phrased the questions so I could use PTT
clicks to answer yes or no.
To get back out, I tail along with someone who has a good radio, or I use my
cell phone.
The main thing is to not tie up the runways. I fly to the ramp or cruise
taxi.
Jack B. Hart FF004
Winchester, IN
Message 4
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| Subject: | Re: Ultralight Callsign |
Arty,
I've been doing the same with our Allegro 2000 (not experimental) ,
that is, using the prefix Light Sport. Initially when I used Allegro
as a prefix there was nearly always a pause then a question asking for
clarification of type in a perplexed tone of voice. Once I started
using Light Sport the questions have diminished greatly. Sometimes I
get questions out of curiosity about the make but no more confusion
about type or category. I'm still waiting on the FAA to come up with a
4 digit code for the type. I've been asked this before by ATC and I
tell them we are still waiting on the FAA for the assignment.
FYI - FAA assigned codes for aircraft can be found here
http://www.faa.gov/ATPUBS/CNT/5-1.htm
Thom in Buffalo
Message 5
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| Subject: | Re: Ultralight Callsign |
On first call to ground or tower, I was taught use the type and
registration, i.e. "Cessna 7568 Tango", all acknowledgements would then be
shortened to 68 Tango. When riding in the back of my buddies LongEZ, the
first call was "Experimental 455 Zulu Delta" and all acknowledgements were
4
Zulu Delta. The only time I was ever asked for more information was when
requesting flight following. The controllers at Whidbey Island NAS always
asked "68 Tango, say aircraft type". "68 Tango is a Cessna 182".
During one particularly dead evening as my date and I were coming back from
a late dinner in Friday Harbor, I got a chance to chat with the controller
a
bit. He said it was their practice to assign transponder codes that
reflected aircraft type, so they would know speed range, and direction of
travel. Does this correspond to the experience of you ex ATC guys?
At the Arlington Airshow the controllers in the temporary tower expect you
to call ahead from a predetermined point. That was the only time they wante
d
to hear from aircraft. After that, the practice was don't call us, tower
will call you, and no acknowledgement was wanted, other than follow their
instructions.
Rick
On 2/15/07, Jack B. Hart <jbhart@onlyinternet.net> wrote:
>
>
> At 08:52 PM 2/14/07 -0800, you wrote:
> >>> =A7 103.17 Operations in certain airspace.
> >>> No person may operate an ultralight vehicle within
> >>> Class A, Class B, Class C, or Class D airspace or
> >>> within the lateral boundaries of the surface area of
> >>> Class E airspace designated for an airport unless
> >>> that person has prior authorization from the ATC
> >>> facility having jurisdiction over that airspace.
> >>>
> >>> The required authorization is required to be
> >>> obtained while the ultralight is still on the ground
> >>> and the ATC Facility contacted will give specific
> >>> instructions to the ultralight vehicle operator.
> >
> >The above makes no requirement to obtain authorization while still on th
e
> >ground.
>
> Jim,
>
> Am I missing something here?
>
> For the last several years I have been flying into tower controlled
> airports
> for fly ins. I always used a cell phone to call before leaving the
> ground.
> I have never been denied permission to land. I told them I was a red
> Kolb
> FireFly, I would explain my route, and we would agree on a holding patter
n
> within sight of the tower until they could pick me up. I told them I
> could
> hear them on the radio but due to the open cockpit they would not be able
> to
> understand any thing I said. They always picked me up right away and
> phased
> me in between other air craft. On one trip they called me several times
> on
> the way to ask where I was. They phrased the questions so I could use PT
T
> clicks to answer yes or no.
>
> To get back out, I tail along with someone who has a good radio, or I use
> my
> cell phone.
>
> The main thing is to not tie up the runways. I fly to the ramp or cruise
> taxi.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
===========
===========
===========
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 6
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| Subject: | Re: Ultralight Callsign |
Yep. Used it all the time. Or at least whenever I was working a
homebuilt.
Here is part of the FAA manual that describes what you are looking for.
http://www.faa.gov/ATpubs/CNT/5-3.htm
It is a system whereby ATC knows what you are and how fast you are on a
flight plan.
HXA is a homebuilt experimental with a cruise speed of less than 100
knots. Kolbs fall into this category.
HXB is for humebuilts flying between 100 & 200 knots, HXC is homebuilts
flying faster than 200 knots.
If your Kolb has transponder with mode C, then you are a HXA/A.
Now you know exactly what to put down when you file your next IFR flight
plan for your Firestar...
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Thursday, February 15, 2007 8:56 AM
Subject: Re: Kolb-List: Re: Ultralight Callsign
<snip>
During one particularly dead evening as my date and I were coming back
from a late dinner in Friday Harbor, I got a chance to chat with the
controller a bit. He said it was their practice to assign transponder
codes that reflected aircraft type, so they would know speed range, and
direction of travel. Does this correspond to the experience of you ex
ATC guys?
Rick
Message 7
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| Subject: | Re: Ultralight Callsign |
Richard:
Canada wants the designator when you file VFR. They use the same one
as the US.
john h
mkIII
PS: I also used my FCC radio license for my call sign when flying the
Firestar. For got the numbers, but the prefix was N.
Message 8
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| Subject: | Re: Gas Tank Study |
Hi John,
I thought about mounting the tank as you did but was concerned about aft C.G.
(I know this has been talked about before and your tank has not been a problem
for you!). Anyway, while the area under the tank will have the battery, hot
box, fuel pump, gascolator and ELT; I will make a storage area behind the tank,
accessable from the outside, for lighter stuff. ie, sleeping bag, tent, etc.
Rex
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-263#95263
Message 9
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| Subject: | Re: Gas Tank Study |
> Are you going for a Kolb record of non-stop coast to coast?
>
> Wow, that's a lot of fuel!
Jim and all,
The fuel tank, equipment, and setup should be setup for the type of flying you
intend to do. I learned this the hard way on the way to MV 2004. Bad experience.
Combination of pilot error and changing weather conditions. Long story.
Another thread.
Short story is got caught by mid morning ground fog that developed after one hour
into first leg. It wasn't in the original weather briefing I got that morning.
Learned to pay closer attention to temp/dew point spread. Made off field
landing. Bent plane. Lucky to be here today. More divine intervention than
luck. God intervened and got me down to 10 feet AGL. When HE gave me the plane
back I dropped it in from 8 - 10 feet. The sky was blue 30- 40 minutes after
my flight terminated in the hay field. John H's advice to "Don't quite flying
until your finished crashing" really applied that day.
I really enjoy long XC's with other Kolb drivers. Plan one day to land in each
of the lower 48 states within a calendar year. I will also add that the minimum
fuel requirement of 30 minute reserve for day VFR is not enough for the slower
speed of our little planes. There are some legs out west that won't get
you there in no wind conditions with the standard 10 gallon tanks. I had 14 gallon
tanks at the time. The fuel capacity gives you options that you need due
to changing weather/wind and just in case you are not in case you are not making
the best decsions that day.
With the help and advice of John H, Jim H, John W, Paul Petty, and a few others,
I am just about finished with the repairs and modifications of my plane. It
will be a better and more capable plane for the type of flying I want to do.
Hope to be flying in a few weeks if work shedule allows.
Be safer than me. One day I could give a safety talk on how the "chain of small
decisions and circumstances" can lead you to an incident or accident if you
don't realize. It is hard to accept that you screwed up.
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-264#95264
Message 10
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| Subject: | Re: Gas Tank Study |
|One day I could give a safety talk on how the "chain of small
decisions and circumstances" can lead you to an incident or accident
if you don't realize. It is hard to accept that you screwed up.
John B:
Murphy is a tough character to deal with. If you play with him, he
usually wins.
This is not hearsay. He has had a vendeta for me as long as I have
been flying.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: Gas Tank Study |
about aft C.G. (I know this has been talked about before and your
tank has not been a problem for you!). |
| Rex
Rex:
Neither has the 11.6 lb Maule Tundra Pneumatic Tailwheel and 125+ lbs
of gear under the 150 lbs of fuel.
Your system will work fine, but will be limited on amount of gear you
will be able to carry.
john h
mkIII
Message 12
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|
- the stats for engine-failures in twins scare me.>>
Hiya Russ,
my hat comes off to all you guys who do REAL flying across hostile
landscapes. I felt reely tough when I bought a lifejacket when planning to
fly to France. WOW.. about 24 miles and you can see the other side when you
leave this coast. It all depends to what you are accustomed I suppose. In
the end we didn`t go to France because we couldn`t find a hotel within
range. Sleeping under the wing is not on my itinerary these days
Stats for engine failure in twins? .Is that real or an abberation in the
figures? You have twice as many engines then you get twice as many failures?
Reminds me of the guy who always took a bomb with him when he flew by
airline on the grounds that the chances of having two bombs on board where
vanishingly small. Perhaps you can persuade Homeland Security to issue one
person per flight with a bomb on the same basis.
Unfortunately my Kolb, when the engineer finally got round to a detailed
examination, was found to have a twisted cage. This was not detectable until
the wings were mounted and squared up so I am at the moment waiting for a
new one, plus some Lexan and a few bits from Kolb USA. In the meantime the
old cockpit is being stripped out ready for rebuild when the cage arrives. I
reckon a couple of months minimum. The way things are going I reckon that if
I can scrounge a ride from someone at Monument Valley that will be about the
first flight since last July.
Great shame as we have had a number of cold clear windless days when the
flying would have been great during the winter period. Already things are
getting quite Springlike. Snowdrops are out, daffodils about ready to pop,
beech trees are showing buds and birds are chasing each other around the
garden. Temp today is 10 degrees C. Pretty good for Feb.
Cheers
Pat
Message 13
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| Subject: | Re: Ultralight Callsign |
Actually, if you ask approach or even center for flight following, those are
the same designators thye use also.
I was just being facetious about filing IFR in a Kolb.
Or at least I hope I was...
But if we stay on this list long enough, probably someone will come up with
an IFR certified Kolb. <gag>
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Thursday, February 15, 2007 10:29 AM
Subject: Re: Kolb-List: Re: Ultralight Callsign
>
> Richard:
>
> Canada wants the designator when you file VFR. They use the same one
> as the US.
>
> john h
> mkIII
>
> PS: I also used my FCC radio license for my call sign when flying the
> Firestar. For got the numbers, but the prefix was N.
>
>
>
Message 14
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| Subject: | Re: Ultralight Callsign |
up with
| an IFR certified Kolb. <gag>
|
| Richard Pike
Richard:
I know one Kolb pilot you will not have to worry about flying a Kolb
aircraft IFR. For that matter, I seldom fly at night anymore.
Usually, only if I get caught out before I make my next landing.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: Gas Tank Study |
> Rex Rodebush Posted: Thu Feb 15, 2007 10:30 am Post subject: Re: Gas Tank
Study
>
> --------------------------------------------------------------------------------
>
> Hi John,
>
> I thought about mounting the tank as you did but was concerned about aft C.G.
>
I too was concerned with aft CG. I'm not an engineer, but here was my feeble attempt
to distribute the load of the tank more forward. I added a small brace
that connected to the tubing that supported the original tank.
Just another way of doing it. I think is will help some. Either way, it stiffens
everything up.
--------
Thanks too much,
John Bickham
Mark III-C
"Using my Repairman Certificate"
St. Francisville, LA
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-280#95280
Attachments:
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| Subject: | Re: Gas Tank Study |
One day I could give a safety talk on how the "chain of small decisions and
circumstances" can lead you to an incident or accident if you don't realize.
It is hard to accept that you screwed up.>>
Hi John,
I think that would be appreciated on the list. That `small bad decisions`
scenario is rather more likely to apply to our sort of flying than an
accident resulting from a single disastrous occurence.
Cheers
Pat
do not archive
Message 17
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|
Last week I had a great day flying around. Here is a pic I took of my plane on
Saratoga Lake, NY. It is a compilation of 4 photos stiched together to form
a panorama shot. I used Autostitch to make it.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-285#95285
Attachments:
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| Subject: | Re: Gas Tank Study |
I think we could all give that talk. Glad to have you with us.
> Be safer than me. One day I could give a safety talk on how the "chain of
> small decisions and circumstances" can lead you to an incident or accident
> if you don't realize. It is hard to accept that you screwed up.
> John Bickham
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| Subject: | Re: Frozen Lake pic |
Scott, Great photo.
I just wish more of the group would post recent photos of their Kolb's and where
they are flying!
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p-290#95290
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| Subject: | Re: Ultralight Callsign |
OK I'll bite. What does LEBTF stand for?
I confess I don 't know. I can imagine some great ones tho.
And please remember that great non-cuss-phrase,
do not archive
On Feb 14, 2007, at 11:14 PM, Larry Cottrell wrote:
> <lcottrell@fmtcblue.com>
>
>
> ----- Original Message ----- From: "Chuck Stonex" <cstonex@msn.com>
> To: <kolb-list@matronics.com>
> Sent: Wednesday, February 14, 2007 8:43 PM
> Subject: Re: Kolb-List: Ultralight Callsign
>
>
>> ever notice how some people forget to enjoy life and laugh once in
>> a while. Rule 62; "Don't take yourself so damed seriously"
>>
>> LEBTF
>> Chuck
>
>
> If you are going to cuss, you should at least learn how to spell it!
>
> smiling in Oregon!
> Larry
>
>
Message 21
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| Subject: | Re: Gas Tank Study |
Rex,
Did you add some fuselage to the rear of your airplane? If so why? Looks good!
--------
Paul Petty
Kolbra #12
Ms Dixie
painting and reassembly
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| Subject: | Re: Frozen Lake pic |
Here's a picture taken last Summer flying the Hoodoo River of N. Idaho.
--------
Jim
N. Idaho
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| Subject: | Re: Ultralight Callsign |
This gets to be a little long, but some clarifications are in order:
-- Shall: means a procedure is mandatory.
-- Should: means a procedure is recommended.
-- May: means a procedure is optional.
-- Will: means futurity, not a requirement for the application of a procedure.
I use Experimental 381PM , Then after first call.... I use ... One ,Poppa, Mike
*** ATC specialists may initiate abbreviated call signs of other aircraft by using
the prefix and the last three digits/letters of the aircraft identification
after communications are established. The pilot may use the abbreviated call
sign in subsequent contacts with the ATC specialist.
On first call to ground or tower, I was taught use the type and registration, i.e.
Cessna 7568 Tango, all acknowledgements would then be shortened to 68 Tango.
When riding in the back of my buddies LongEZ, the first call was Experimental
455 Zulu Delta and all acknowledgements were 4 Zulu Delta.
P.S. So many experimentals do not have recognizable manufacturer names to GA pilots,
so my instructor told me just to say Experimental Two Two Six Niner Juliet
rather than Aventura Two Two Six Niner Juliet Experimental... and thats what
I did in a variety of Class D and Class C airspaces, and every pattern, and
I never, ever had anyonepilot or ATCsuggest it was wrong or should be different.
And it was/is a WHOLE lot simpler, too. So, thats typically what I use now,
even when I fly an ultralight.
*** Civil aircraft pilots should state the aircraft type, model or manufacturer's
name, followed by the digits/letters of the registration number.
HOWEVER - almost no one outside the ultralight arena knows what a MaxAir Drifter
is, so it doesnt tell them anything about my speed in the pattern, which is
a key factor in separation at non-towered airports. I land at 35 -38 mph.
Generally youd say Maxair or Drifter but not both... but most of the experimental
guys I know would just identify as Experimental one-niner-six-four-Charlie.
If the tower needs to know more theyll ask.
*** Using MaxAir or Drifter and your number is the correct callsign. The word Experimental
as the prefix in a callsign is never correct.
For Experimental or E-LSA, Kolb would not be the manufacturer unless Elmer Kolb
built and N-numbered your aircraft. Technically the builder is the person that
assembled it. Also, dont include the model in the call sign. You never hear
Cessna 182 147PG as a callsign, it would be Cessna
147PG.
*** Aircraft type, model or manufacturer's name has been accepted by the FAA to include the Kit Manufacturer name and the precedence is in http://www.faa.gov/ATPUBS/CNT/5-1.htm.
Ive never heard that. As Ive always understood it, prior authorization can be obtained
while airborne, as long as you contact ATC before entering their airspace.
Do you have a cite for the ground contact requirement?
*** AIR TRAFFIC CLEARANCE- An authorization by air traffic control for the purpose
of preventing collision between known aircraft, for an aircraft to proceed
under specified traffic conditions within controlled airspace. The pilot-in-command
of an aircraft may not deviate from the provisions of a visual flight rules
(VFR) or instrument flight rules (IFR) air traffic clearance except in an
emergency or unless an amended clearance has been obtained. Additionally, the
pilot may request a different clearance from that which has been issued by air
traffic control (ATC) if information available to the pilot makes another course
of action more practicable or if aircraft equipment limitations or company
procedures forbid compliance with the clearance issued. Pilots may also request
clarification or amendment, as appropriate, any time a clearance is not fully
understood, or considered unacceptable because of safety of flight. Controllers
should, in such instances and to the extent of operational practicality
and safety, honor the pilots request. 14 CFR Part 91.3(a) states: The pilot in
command of an aircraft is directly responsible for, and is the final authority
as to, the operation of that aircraft. THE PILOT IS RESPONSIBLE TO REQUEST AN
AMENDED CLEARANCE if ATC issues a clearance that would cause a pilot to deviate
from a rule or regulation, or in the pilots opinion, would place the aircraft
in jeopardy.
*** I dont have any citation of the ground contact requirement except for common
sense. I wouldnt fly up to an area and hope to be able to contact a controlling
facility whose receiver might be a long way for my little radio to reach.
You can get authorization by radio to deviate from the transponder/mode C requirement
for Class B & C. If you dont have a radio it would have to be from the
ground. If you dont have a Xpdr/mode C installed, it can be 1 hour prior (either
by air or on the ground).
*** There ia a big difference between asking for Prior Authorization and a Deviation.
Since an Ultralight is not an airplane, and FAR 91 does not apply, it
cant be granted a deviation, an ATC facility does have the ability to Authorize
it to perform a specific action.
*** ATC authorized deviations. Requests for ATC authorized deviations must be made
to the ATC facility having jurisdiction over the concerned airspace within
the time periods specified as follows:
(1) For operation of an aircraft with an operating transponder but without operating
automatic pressure altitude reporting equipment having a Mode C capability,
the request may be made at any time.
(2) For operation of an aircraft with an inoperative transponder to the airport
of ultimate destination, including any intermediate stops, or to proceed to a
place where suitable repairs can be made or both, the request may be made at
any time.
(3) For operation of an aircraft that is not equipped with a transponder, the request
must be made at least one hour before the proposed operation.
As I read the regs I cannot fly into that airspace in an ultralight unless I contact
Spokane Approach Control. Talking to local UL pilots, NOBODY contacts RAPCON.
If they have a radio they will do as GA pilots dotune in the CATF and make
their calls.
*** Doing what the other fellow is doing wrong, doesnt make it right.
The Operations guy there said the Surface Class E was not active unless it was
IFR so during VFR the floor of the Class E airspace over KCOE was 700 AGL.
*** Your Operations guy needs to read the regs. Surface Based Class E airspace
is as charted and always there. The big difference between that airport in Class
E airspace as opposed to Class G airspace is the weather requirements to operate
VFR.
71.71 Class E airspace.
91.127 Operating on or in the vicinity of an airport in Class E airspace.
91.155 Basic VFR weather minimums.
Class E: Less than 10,000 feet MSL... 3 statute miles... 500 feet below, 1,000
feet above, 2,000 feet, 2,000 feet horizontal from clouds.
Class G:1,200 feet or less above the surface (regardless of MSL altitude) (with
Exceptions) 1 statute mile.... Clear of clouds.
It is a system whereby ATC knows what you are and how fast you are on a flight
plan. HXA is a homebuilt experimental with a cruise speed of less than 100 knots.
Kolbs fall into this category. HXB is for humebuilts flying between 100 &
200 knots, HXC is homebuilts flying faster than 200 knots. If your Kolb has transponder
with mode C, then you are a HXA/A.
*** An excellent explanation! The HXA, HXB and HXC are ICAO designations recognized
worldwide for a homebuilt aircraft that hasnt had a Type Designation applied
for and assigned.
I could keep going but Im getting tired. The regs arent that hard to read. Just
remember that they are what they read and we cant interpret them to what is convenient,
or to match what you are or have been doing.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
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| Subject: | Re: Xtra on Barnstormers |
I see a MarkIII Classic but no extra????
do not archive
On Feb 14, 2007, at 8:04 PM, David Key wrote:
>
> http://www.barnstormers.com/cat.php?
> PHPSESSID=0f9b63483a3ce95ffae5410314279feb
>
>
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| Subject: | Re: Ultralight Callsign |
John, you're obviously doing your homework, so I might have missed
something...
Experimental Operation Limitations, IAW FAA Order 8130.2F, must contain the
line item, "*The pilot in command of this aircraft must notify air traffic
control of the experimental nature of this aircraft when operating into and
out of airports with an operational control tower. When filing IFR, the
experimental nature of this aircraft must be listed in the remarks section
of the flight plan*"...
DVD
On 2/15/07, John Williamson <kolbrapilot1@comcast.net> wrote:
>
> kolbrapilot1@comcast.net>
>
> This gets to be a little long, but some clarifications are in order:
> -- Shall: means a procedure is mandatory.
> -- Should: means a procedure is recommended.
> -- May: means a procedure is optional.
> -- Will: means futurity, not a requirement for the application of a
> procedure.
>
> "I use "Experimental 381PM ", Then after first call.... I use ... One
> ,Poppa, Mike"
> *** ATC specialists may initiate abbreviated call signs of other aircraft
> by using the prefix and the last three digits/letters of the aircraft
> identification after communications are established. The pilot may use th
e
> abbreviated call sign in subsequent contacts with the ATC specialist.
>
> "On first call to ground or tower, I was taught use the type and
> registration, i.e. "Cessna 7568 Tango", all acknowledgements would then b
e
> shortened to 68 Tango. When riding in the back of my buddies LongEZ, the
> first call was "Experimental 455 Zulu Delta" and all acknowledgements wer
e 4
> Zulu Delta."
> "P.S. So many experimentals do not have recognizable manufacturer names t
o
> GA pilots, so my instructor told me just to say "Experimental Two Two Six
> Niner Juliet" rather than "Aventura Two Two Six Niner Juliet
> Experimental"... and that's what I did in a variety of Class D and Class
C
> airspaces, and every pattern, and I never, ever had anyone=97pilot or
> ATC=97suggest it was wrong or should be different. And it was/is a WHOLE
lot
> simpler, too. So, that's typically what I use now, even when I fly an
> ultralight."
> *** Civil aircraft pilots should state the aircraft type, model or
> manufacturer's name, followed by the digits/letters of the registration
> number.
>
> "HOWEVER - almost no one outside the ultralight arena knows what a MaxAir
> Drifter is, so it doesn't tell them anything about my speed in the patter
n,
> which is a key factor in separation at non-towered airports. I land at 35
> -38 mph."
> "Generally you'd say "Maxair" or "Drifter" but not both... but most of th
e
> experimental guys I know would just identify as "Experimental
> one-niner-six-four-Charlie". If the tower needs to know more they'll ask.
"
> *** Using MaxAir or Drifter and your number is the correct callsign. The
> word "Experimental" as the prefix in a callsign is never correct.
>
> "For Experimental or E-LSA, Kolb would not be the manufacturer unless
> Elmer Kolb built and N-numbered your aircraft. Technically the builder is
> the person that assembled it. Also, don't include the model in the call
> sign. You never hear Cessna 182 147PG as a callsign, it would be Cessna
> 147PG."
> *** Aircraft type, model or manufacturer's name has been accepted by the
> FAA to include the Kit Manufacturer name and the precedence is in
> http://www.faa.gov/ATPUBS/CNT/5-1.htm.
>
> "I've never heard that. As I've always understood it, "prior
> authorization" can be obtained while airborne, as long as you contact ATC
> before entering their airspace. Do you have a cite for the ground contact
> requirement?"
> *** AIR TRAFFIC CLEARANCE- An authorization by air traffic control for th
e
> purpose of preventing collision between known aircraft, for an aircraft t
o
> proceed under specified traffic conditions within controlled airspace. Th
e
> pilot-in-command of an aircraft may not deviate from the provisions of a
> visual flight rules (VFR) or instrument flight rules (IFR) air traffic
> clearance except in an emergency or unless an amended clearance has been
> obtained. Additionally, the pilot may request a different clearance from
> that which has been issued by air traffic control (ATC) if information
> available to the pilot makes another course of action more practicable or
if
> aircraft equipment limitations or company procedures forbid compliance wi
th
> the clearance issued. Pilots may also request clarification or amendment,
as
> appropriate, any time a clearance is not fully understood, or considered
> unacceptable because of safety of flight. Controllers should, in such
> instances and to the extent of!
> operational practicality and safety, honor the pilot's request. 14 CFR
> Part 91.3(a) states: "The pilot in command of an aircraft is directly
> responsible for, and is the final authority as to, the operation of that
> aircraft." THE PILOT IS RESPONSIBLE TO REQUEST AN AMENDED CLEARANCE if AT
C
> issues a clearance that would cause a pilot to deviate from a rule or
> regulation, or in the pilot's opinion, would place the aircraft in jeopar
dy.
> *** I don't have any citation of the "ground contact requirement" except
> for common sense. I wouldn't fly up to an area and hope to be able to
> contact a controlling facility whose receiver might be a long way for my
> little radio to reach.
>
> "You can get authorization by radio to deviate from the transponder/mode
C
> requirement for Class B & C. If you don't have a radio it would have to b
e
> from the ground. If you don't have a Xpdr/mode C installed, it can be 1 h
our
> prior (either by air or on the ground)."
> *** There ia a big difference between asking for "Prior Authorization" an
d
> a "Deviation". Since an Ultralight is not an airplane, and FAR 91 does n
ot
> apply, it can't be granted a "deviation", an ATC facility does have the
> ability to "Authorize" it to perform a specific action.
> *** ATC authorized deviations. Requests for ATC authorized deviations mus
t
> be made to the ATC facility having jurisdiction over the concerned airspa
ce
> within the time periods specified as follows:
> (1) For operation of an aircraft with an operating transponder but withou
t
> operating automatic pressure altitude reporting equipment having a Mode C
> capability, the request may be made at any time.
> (2) For operation of an aircraft with an inoperative transponder to the
> airport of ultimate destination, including any intermediate stops, or to
> proceed to a place where suitable repairs can be made or both, the reques
t
> may be made at any time.
> (3) For operation of an aircraft that is not equipped with a transponder,
> the request must be made at least one hour before the proposed operation.
>
> "As I read the regs I cannot fly into that airspace in an ultralight
> unless I contact Spokane Approach Control. Talking to local UL pilots,
> NOBODY contacts RAPCON. If they have a radio they will do as GA pilots
> do=97tune in the CATF and make their calls."
> *** Doing what the other fellow is doing wrong, doesn't make it right.
>
> "The "Operations" guy there said the Surface Class E was not active unles
s
> it was IFR so during VFR the floor of the Class E airspace over KCOE was
700
> AGL."
> *** Your "Operations guy" needs to read the regs. Surface Based Class E
> airspace is as charted and always there. The big difference between that
> airport in Class E airspace as opposed to Class G airspace is the weather
> requirements to operate VFR.
> =A7 71.71 Class E airspace.
> =A7 91.127 Operating on or in the vicinity of an airport in Class E
> airspace.
> =A7 91.155 Basic VFR weather minimums.
>
> Class E: Less than 10,000 feet MSL... 3 statute miles... 500 feet below
,
> 1,000 feet above, 2,000 feet, 2,000 feet horizontal from clouds.
>
> Class G:1,200 feet or less above the surface (regardless of MSL altitude)
> (with Exceptions) =85=85 1 statute mile.... Clear of clouds.
>
> "It is a system whereby ATC knows what you are and how fast you are on a
> flight plan. HXA is a homebuilt experimental with a cruise speed of less
> than 100 knots. Kolbs fall into this category. HXB is for humebuilts flyi
ng
> between 100 & 200 knots, HXC is homebuilts flying faster than 200 knots.
If
> your Kolb has transponder with mode C, then you are a HXA/A."
> *** An excellent explanation! The HXA, HXB and HXC are ICAO designations
> recognized worldwide for a homebuilt aircraft that hasn't had a Type
> Designation applied for and assigned.
>
> I could keep going but I'm getting tired. The regs aren't that hard to
> read. Just remember that they are what they read and we can't interpret t
hem
> to what is convenient, or to match what you are or have been doing.
>
> --------
> John Williamson
> Arlington, TX
>
> Kolbra, 912ULS
> http://home.comcast.net/~kolbrapilot1
>
>
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| Subject: | Re: Frozen Lake pic |
I wish people would post more pics too. Everyone probably thinks their pics are
boring because it is the same scenery they are used to. But for the people
in different parts of the world it is very interesting. Some people here probably
never even saw a frozen lake.
Larry's canyon pics are very interesting to me. If I saw scenery, like in his
videos, near here I would think that a massive nuclear explosion wiped out everthing.
[Shocked]
I want to see more Idaho pics too, hint, hint. If I suddenly wind up single and
free I'd be temped to move to Idaho. It's way up on the list.
--------
Scott Olendorf
Original Firestar, Rotax 447, Powerfin prop
Schenectady, NY
http://KolbFirestar.googlepages.com
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| Subject: | Re: Ultralight Callsign |
John, I just read the previous messages and I see you already said this...
DVD
---------- Forwarded message ----------
From: David Lehman <david@davidlehman.net>
Subject: Re: Kolb-List: Re: Ultralight Callsign
John, you're obviously doing your homework, so I might have missed
something...
Experimental Operation Limitations, IAW FAA Order 8130.2F, must contain the
line item, "*The pilot in command of this aircraft must notify air traffic
control of the experimental nature of this aircraft when operating into and
out of airports with an operational control tower. When filing IFR, the
experimental nature of this aircraft must be listed in the remarks section
of the flight plan *"...
DVD
On 2/15/07, John Williamson <kolbrapilot1@comcast.net> wrote:
>
> >
>
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| Subject: | Re: Frozen Lake pic |
For some great N. Idaho pics see http://www.chrisberard.com/galleries.htm
Chris is my buddy flying in the trike in my pic. When the wx warms up we'll be
taking more pics in the country West of here (central WA).
It is nice in Idaho most of the time, but 3-4 months of the year it's Winter.
This year it's been particularly brutal with no sun in over 30 days. Our runway
is currently mush from snow melt and thaw, so even with good wx this weekend
(Sun & 40 degrees) I may not be able to fly.
Coming from NY you might find Idaho OK. But many see its beauty in Summer & Fall
and move here only to move away after 1 or 2 winters. I can't blame them.
I'd like to find some cheap runway property in Nevada, Arizona, etc. Unfortunately
I don't think it exists any more.
Here's another picture looking down inside the crater of Mount St. Helens.
--------
Jim
N. Idaho
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| Subject: | Re: Gas Tank Study |
Rex,
Did you add some fuselage to the rear of your airplane? If so why? Looks good........
Paul,
No, the cage is as received from Kolb. It was one of the first X-tra cages. I
think the present ones are a little different in the back.
Rex
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| Subject: | Re: Gas Tank Study |
Rex, John B, Gang:
Does my heart good to see you guys getting ready to do a little cross
country in your Kolbs. To me, that is what it is all about. Nothing
more exciting than loading up the airplane, and heading out to new
places, a long ways off, to meet new people and enjoy the way those
folks live. By golly, it'll get your heart racing and have you
sitting on the edge of your seat.
Have made plans to move my mkIII home to do the updates next week.
Tired of sitting on the ground looking up. There is no where down
here I can get that "good old feeling" that I get when I break ground
and my Kolb is taking me flying.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: Frozen Lake pic |
Scott:
Absolutely nothing warm in that photo but the little Kolb sittin on
the ice by itself.
Great shot.
john h
mkIII
DO NOT ARCHIVE
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| Subject: | Re: Ultralight Callsign |
"jim" wrote: << When calling tower or Approach in an "N" numbered
aircraft you might use a callsign like "Experimental 3252Y", but what
about an Ultralight? What should I use for a callsign? >>
Jim, and Kolbers -
You are correct: The FAA requires that we incorporate the term
"Experimental" in the callsign of our N-numbered homebuilt aircraft.
But despite the fact that our Kolb 2-seaters are definitely not
ultralights, the perception amongst most other general aviation pilots
is, Kolbs are "ultralights." (As well as all the other similar light
sport aircraft in this category, such as Challengers, Rans', Titans,
etc.)
I don't know how many times I've been flying around my home airport
(doing pattern work, say), then land, and after shutting down, engage in
a conversation with one of the other local pilots that usually begins
like this: "Wazzat you in that there ultralight that just landed?"
Aarghh! These guys are idiots! I feel like saying, "Can't you see
there are TWO seats in my airplane?! Can't you tell that this 600 pound
machine is more that TWICE the allowable size of any ultralight?"
I was in the airport pattern once and was following a Skyhawk in for
landing. So I announced, "Experimental Kolb, niner three delta kilo, on
left downwind, number two, following the Cessna, for landing runway
nine." In spite of my clear identification of my aircraft, the 172
pilot came right back with, "Roger, I got the ultralight in sight."
(Idiots, I tell ya.)
Point is, most non-ultralight and non-light sport aircraft people see
all our Kolbs (and anything else smaller than a Cessna or Piper) as
simply "ultralights." It seems like all the recent hype about Sport
Pilot and LSA has been completely ignored by most "conventional" GA
pilots.
So, if you can't beat 'em, join 'em. For the sake of clarity, I now
just identify myself as, "Ultralight three delta kilo." Degrading, yes
- but at least now all the other miscreant pilots know who's talking.
(Sighhh ...)
Dennis Kirby
Mark-III, 912, and disgusted with a few ignorant GA pilots, in
Cedar Crest, NM
do not archive
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| Subject: | Re: Frozen Lake pic |
Idaho.
|
| --------
| Jim
Jim:
That is a nice shot. Next year, see if you can replace the trike with
a Kolb. ;-)
john h
mkIII
DO NOT ARCHIVE
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Jim Dunn wrote: << ... Kolb would not be the manufacturer unless Elmer
Kolb built and N-numbered your aircraft. >>
Jim - that would be "Homer" Kolb.
(Gotta keep it straight when referring to my hero!) ;-)
Dennis Kirby
do not archive
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| Subject: | Re: Ultralight Callsign |
Hi Dennis and All,
When others don't know the rules/regs/recommended practices, (aka idiots), we can't
stoop to their level.
Being a pilot is serious and requires us to maintain a professional/correct attitude
and presence all the times. If you have to educate the unknowing, by all
means do so.
If you operate by the rules nobody can fault you. The ATC folks of the FAA are
the only FAA types that are really there "To help Us." Even some of them have
to be brought up to speed on the correct phrasology at time.
--------
John Williamson
Arlington, TX
Kolbra, 912ULS
http://home.comcast.net/~kolbrapilot1
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My hunble apologies to Homer.
--------
Jim
N. Idaho
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| Subject: | Re: Frozen Lake pic |
I intend to. But first I have to give the little Firefly a decent paint job.
The previous owner made it look awful.
John Hauck wrote:
> a Kolb. ;-)
>
> john h
> mkIII
>
> DO NOT ARCHIVE
--------
Jim
N. Idaho
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Message 38
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| Subject: | Re: Ultralight Callsign |
If you are N numbered I would not use the term "Ultralight". Ultralights are required
to avoid N-numbered aircraft. If they think you're an Ultralight they
might expect you to get out of their way. I would stick with "Experimental xyz"
or Experimental Kolb xyz".
I think a glider pilot touched on this briefly, but if you are a special category
(glider, amphib, float plane, etc.), that should also be included in your initial
call. E.g., "Amphib experimental 33254".
Dennis.Kirby(at)kirtland. wrote:
> "jim" wrote:
--------
Jim
N. Idaho
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Message 39
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| Subject: | Re: Ultralight Callsign |
Don't give in. Years ago in my N-numbered Hummer, I was on short final for
VJI and some moron in a C182 looked right at me (eye contact) and pulled out
in front of me, (Part 103 ultralights have to yield to everybody, this was
an u/l unfriendly field, and he was making a point) forcing me to make a
stressful go around.
You better believe that I got on the frequency big time. Memory is not too
precise anymore, but it was to the effect of -
"Cessna departing Highlands, say your call sign"
"Highlands unicom, do you know the N-number of the Cessna 182 that taxied
out a minute ago? Because he just pulled out in right in front of
Experimental 02Papa when I was on short final, and I want to make a report
about a near mid-air to flight standards."
The silence was deafening - but I bet he didn't do it again.
On the other hand, if I had called myself an ultralight when I was on base
leg turning final, I wouldn't have had a leg to stand on. Moral vectories
are not anything like legal ones.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby@kirtland.af.mil>
Sent: Thursday, February 15, 2007 5:14 PM
Subject: Kolb-List: Re: Ultralight Callsign
> <Dennis.Kirby@kirtland.af.mil>
<snip>
> So, if you can't beat 'em, join 'em. For the sake of clarity, I now
> just identify myself as, "Ultralight three delta kilo." Degrading, yes
> - but at least now all the other miscreant pilots know who's talking.
> (Sighhh ...)
>
> Dennis Kirby
> Mark-III, 912, and disgusted with a few ignorant GA pilots, in
> Cedar Crest, NM
> do not archive
>
>
>
Message 40
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| Subject: | Re: Ultralight Callsign |
on base
| leg turning final, I wouldn't have had a leg to stand on. Moral
vectories
| are not anything like legal ones.
|
| Richard Pike
Richard:
It is still a matter of good sense and each pilot clearing each other.
A good pilot does not pull out in front of another "object" , UL, Exp,
GA, or whatever. It is a matter of common horse sense.
I'll yield to any other aircraft that wants to push his way in, same
as automobiles, and rude folks on the sidewalk.
john h
mkIII
Message 41
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| Subject: | Re: Ultralight Callsign |
Right on, John.
When I'm flying and there's any kind of in-air conflict, my response
is "you win" and take immediate evasive action. We can work it out
later if we're both alive. Works for me.
do not archive
On Feb 15, 2007, at 8:13 PM, John Hauck wrote:
>
> | On the other hand, if I had called myself an ultralight when I was
> on base
> vectories
>
>
> Richard:
>
> It is still a matter of good sense and each pilot clearing each other.
> A good pilot does not pull out in front of another "object" , UL, Exp,
> GA, or whatever. It is a matter of common horse sense.
>
> I'll yield to any other aircraft that wants to push his way in, same
> as automobiles, and rude folks on the sidewalk.
>
> john h
> mkIII
>
>
Message 42
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| Subject: | Re: Ultralight Callsign |
At 08:00 PM 2/15/07 -0500, you wrote:
>
>"Cessna departing Highlands, say your call sign"
>"Highlands unicom, do you know the N-number of the Cessna 182 that taxied
>out a minute ago? Because he just pulled out in right in front of
>Experimental 02Papa when I was on short final, and I want to make a report
>about a near mid-air to flight standards."
>
>The silence was deafening - but I bet he didn't do it again.
>
>On the other hand, if I had called myself an ultralight when I was on base
>leg turning final, I wouldn't have had a leg to stand on. Moral vectories
>are not anything like legal ones.
>
Richard,
My interpretation has been that all of these rules between aircraft and
ultralight vehicles apply while both are in the air. If I am in the pattern
and some one calls in with intent to land, I go spend a few minutes out of
the way. But if I am on final and some one starts to taxi out, I do not
break off. If they don't or appear not to see me, I go around. Most get
stopped just at the edge of the runway. I land just beyond them and turn
off and taxi by them on the grass so that I don't hold them up by landing at
mid field and wait at a turn around.
Jack B. Hart FF004
Winchester, IN
Message 43
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| Subject: | Re: Ultralight Callsign |
No doubt. But this was an idiot trying to prove a point, at an airport that
was trying to run off any and all ultralights. And if he was in a hurry, I
would have been glad to wait and let him go, no problem, I was just out
goofing around. But in this case, he was showing his rear end.
Have seen the same thing relative to bikes. Many years ago, as a teenager, I
was jogging home at 3 in the morning down the main drag in Hialeah Florida.
Very well lit area, many streetlights. Some dude on a Harley Fat-Something
was slowly putting his way toward me, and I got to watch some woman in a
Buick cross three lanes of traffic, chase him up on the sidewalk, determined
to do him in. The only thing that saved him was his stopping behind the
power pole, at which point she quit the chase and went on her way. He sat on
the hog for a minute shaking his head, and then resumed his interrupted
trip.
Moral to the story: Roger, good copy the rude wacko on the sidewalk. Or
crossing the hold line.
Protect yourself at all times.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Thursday, February 15, 2007 8:13 PM
Subject: Re: Kolb-List: Re: Ultralight Callsign
>
> on base
> vectories
>
>
> Richard:
>
> It is still a matter of good sense and each pilot clearing each other.
> A good pilot does not pull out in front of another "object" , UL, Exp,
> GA, or whatever. It is a matter of common horse sense.
>
> I'll yield to any other aircraft that wants to push his way in, same
> as automobiles, and rude folks on the sidewalk.
>
> john h
> mkIII
>
>
>
Message 44
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| Subject: | Re: Ultralight Callsign |
We can work it out
| later if we're both alive. Works for me.
|
Russ
Russ/Gang:
Several years ago I landed at Sierra Vista, AZ. I had already turned
short final, had been in the pattern a while, calling my position and
intention all the way. I heard one of the C-54 fire fighting water
tankers calling straight in for my runway. I called again short final
and soon touched down and turned off, just as that big sucker buzzed
me. Very close. He was fussing about having to make a go around and
how much time and money it was costing.
A couple hours later I departed Sierra Vista to the north. Heard same
C-54 call departing. I couldn't see behind me, but I knew this turkey
was going to screw with me again. He did, very close, too close for
me. I keyed the mike and politely told him that one day we would meet
on the ground, on a much more equal footing. He did not reply.
Either he did not hear me or did not pay any attention to what I had
said.
Always amazes me how folks in progressively larger and faster aircraft
assume the part that they are also larger and faster than they really
are.
An exception to the many, many polite, professional pilots out there.
john h
mkIII
Message 45
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| Subject: | Re: Ultralight Callsign |
BTW, this is a C-54:
john h
mkIII
Message 46
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| Subject: | Re: Ultralight Callsign |
At 09:24 PM 2/15/2007, you wrote:
>
> We can work it out
> heard one of the C-54 fire fighting water
>tankers calling straight in for my runway. I called again short final
>and soon touched down and turned off, just as that big sucker buzzed
>me. Very close.
We base very close to (4 miles) and fly in & out of Cartersville Airport, just
N.W. of Atlanta.
Anytime we hear (_ _ _ Pappa Alpha) = Phoenix Air
It's "duck & cover" time.
They are fast and grey and hard to see. Little dots that get big real fast!
Nice guys and we get along fine, but we both know who has the right of way.
And it ain't us.
http://www.phoenixair.com/military_ops.php
Message 47
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| Subject: | Re: Ultralight Callsign |
ITS A CORN COB POWERED BOMBER WANTABE 8-)
http://www.globalaircraft.org/planes/c-54_skymaster.pl
Mark Vaughn
-----Original Message-----
From: jhauck@elmore.rr.com
Sent: Thu, 15 Feb 2007 9:29 PM
Subject: Re: Kolb-List: Re: Ultralight Callsign
BTW, this is a C-54:
john h
mkIII
________________________________________________________________________
across the web, free AOL Mail and more.
Message 48
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| Subject: | Re: Ultralight Callsign aka C-54 |
The engines on the C-54 were not the Corn Cobs...They were P&W 4360-9
28 cyl, 4 rows of 7 cyls. Abt 3000hp. Tried on late F4U Corsairs,
WWII. Been there.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive (or do we still do that?)
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