Today's Message Index:
----------------------
1. 08:44 AM - Re: Re: Taxiway landings (N27SB@aol.com)
2. 12:48 PM - Re: Re: Taxiway landings (Flycrazy8@aol.com)
3. 05:37 PM - ELSA (Charles Davis)
4. 06:19 PM - Re: ELSA (Richard Girard)
5. 06:53 PM - Re: Taxiway landings (Jim Kmet)
6. 07:05 PM - video attempt (robert bean)
7. 07:22 PM - Re: ELSA (Ralph B)
8. 10:54 PM - Re: ELSA (Ed Chmielewski)
Message 1
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| Subject: | Re: Taxiway landings |
In a message dated 9/9/2007 11:49:14 P.M. Eastern Standard Time,
orcabonita@hotmail.com writes:
Special events are just that, special events. Sometimes taxiways become
runways, and sometimes runways become parking ramps for airplanes, so what ??
Mike, I believe that was my point.
Steve
Firefly 007/Floats
do not archive
Message 2
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| Subject: | Re: Taxiway landings |
The cropdusters aircraft at my FAA airport have always used the taxi ways to
land on .. One company always lands from the North taxiway and the other
company's planes always lands from the South.... No control tower or radio ...
Just good vision :-))
Stephen
Firefly
Georgia
Message 3
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Russ - Actually, I have > 20 hours duel already, having taken my practical
in an Evecktor Sportstar and tail wheel endorsement in a 7AC champ. Have
not nor intend to avoid training. In fact I plan on continuing training to
get my towered airspace endorsement, which I need to do for my private. I
could have received both the SP and Tail wheel endorsement quicker had I
wanted to avoid training. My tail wheel training was in unusual
conditions: we had a period of strong cross winds rather then the normal
"down the runway". Trust me, I have no issues landing the champ in any
conditions I'd even consider flying in. I could have waited for better
conditions and done it in 4 hours.
Also, I may have missed it in the regs, but I'm fairly certain they dropped
the instrument requirement a long time ago, although I'm sure some one on
the list knows for sure. In fact, I'll likely continue on and get some
instrument training. For that matter, a local airport (Van Sant, 9N1) offer
acrobatic training, which I'd also love to take. Not to do it in a FireFly,
but to be a better pilot. Not to mention, it would be a blast...it's in a
Stearman. They also offer training, including acrobatic, in sailplanes.
We'll never run out of new things to train on.
Chuck
Time: 06:02:46 AM PST US
From: Russ Kinne <russ@rkiphoto.com>
Subject: Re: Kolb-List: ELSA
Private used to require 20 hrs of dual with a CFI and 3 hrs of
Instrument time. No more?
Couldn't do that in a Firefly.
The more instruction you get, the safer a pilot you'll be. Don 't
work too hard to avoid it.
On Sep 8, 2007, at 8:21 PM, Charles Davis wrote:
> That's a valid question. The reasons are several, starting with
> the fact that while close, my Firefly is not (was not!) a legit 103
> vehicle. It was 30 lbs overweight, and I did not want to give up
> the larger wheels, brakes, VSI, etc. Should there ever be an
> issue, I am now in the clear. Also, given that the serial number
> is my own "CD-1" rather then the Kolb frame serial number, it can
> be converted back to an ultralight by pulling off the data plate
> and N number. No data plate, no airplane!
>
> For me, with a desire to move up the certification ladder, having
> my own airplane is useful in that I can now log all the hours I'll
> fly anyway. Except for the 3 hours night training, I'll do
> everything I need for my Private in my Firefly, and a lot cheaper!
> That's the beauty of the way the regs were written. We can each
> choose the options that suite us best.
>
> The inspector was Eugene Breiner, 717 776 7608.
>
>
Message 4
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Chuck, if you're leading up to a private pilot ticket, per FAR 61.109
(a) For an airplane single-engine rating. Except as provided in paragraph
(k) of this section, a person who applies for a private pilot certificate
with an airplane category and single-engine class rating must log at least
40 hours of flight time that includes at least 20 hours of flight training
from an authorized instructor and 10 hours of solo flight training in the
areas of operation listed in =A761.107(b)(1) of this part, and the training
must include at least=97
(3) 3 hours of flight training in a single-engine airplane on the control
and maneuvering of an airplane solely by reference to instruments, includin
g
straight and level flight, constant airspeed climbs and descents, turns to
a
heading, recovery from unusual flight attitudes, radio communications, and
the use of navigation systems/facilities and radar services appropriate to
instrument flight
Rick
On 9/10/07, Charles Davis <ceddavis@gmail.com> wrote:
>
> Russ - Actually, I have > 20 hours duel already, having taken my practica
l
> in an Evecktor Sportstar and tail wheel endorsement in a 7AC champ. Have
> not nor intend to avoid training. In fact I plan on continuing training
to
> get my towered airspace endorsement, which I need to do for my private.
I
> could have received both the SP and Tail wheel endorsement quicker had I
> wanted to avoid training. My tail wheel training was in unusual
> conditions: we had a period of strong cross winds rather then the normal
> "down the runway". Trust me, I have no issues landing the champ in any
> conditions I'd even consider flying in. I could have waited for better
> conditions and done it in 4 hours.
>
> Also, I may have missed it in the regs, but I'm fairly certain they
> dropped the instrument requirement a long time ago, although I'm sure som
e
> one on the list knows for sure. In fact, I'll likely continue on and get
> some instrument training. For that matter, a local airport (Van Sant, 9N
1)
> offer acrobatic training, which I'd also love to take. Not to do it in a
> FireFly, but to be a better pilot. Not to mention, it would be a
> blast...it's in a Stearman. They also offer training, including acrobati
c,
> in sailplanes. We'll never run out of new things to train on.
>
> Chuck
>
>
> Time: 06:02:46 AM PST US
> From: Russ Kinne <russ@rkiphoto.com>
> Subject: Re: Kolb-List: ELSA
>
> Private used to require 20 hrs of dual with a CFI and 3 hrs of
> Instrument time. No more?
> Couldn't do that in a Firefly.
> The more instruction you get, the safer a pilot you'll be. Don 't
> work too hard to avoid it.
>
> On Sep 8, 2007, at 8:21 PM, Charles Davis wrote:
>
> > That's a valid question. The reasons are several, starting with
> > the fact that while close, my Firefly is not (was not!) a legit 103
> > vehicle. It was 30 lbs overweight, and I did not want to give up
> > the larger wheels, brakes, VSI, etc. Should there ever be an
> > issue, I am now in the clear. Also, given that the serial number
> > is my own "CD-1" rather then the Kolb frame serial number, it can
> > be converted back to an ultralight by pulling off the data plate
> > and N number. No data plate, no airplane!
> >
> > For me, with a desire to move up the certification ladder, having
> > my own airplane is useful in that I can now log all the hours I'll
> > fly anyway. Except for the 3 hours night training, I'll do
> > everything I need for my Private in my Firefly, and a lot cheaper!
> > That's the beauty of the way the regs were written. We can each
> > choose the options that suite us best.
> >
> > The inspector was Eugene Breiner, 717 776 7608.
> >
> >
>
> *
>
===========
===========
===========
>
> *
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 5
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| Subject: | Re: Taxiway landings |
Dang it all, now I`m worried about taxiing on a runway!!! Jim
----- Original Message -----
From: flykolb
To: kolb-list@matronics.com
Sent: Sunday, September 09, 2007 1:04 PM
Subject: Kolb-List: Taxiway landings
"As far as landing on a taxiway, that is a HUGE NO NO
I seem to remember that Lakeland used the taxiway as the main landing
strip during SnF. Is my memory wrong?"
You memory is good. I remember being told by the control tower at one
airport to land my Cessna on the taxiway. I don't remember why :-(.
Jim
Kolb Mark 3
Message 6
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Nice evening air again today. I have an old nikon pocket camera that
will take short MOV clips.
I must have hit every bump. One hand for the cam, one for the stick,
needed a third to retract flaps.
enjoy
BB do not archive
>
> http://tinyurl.com/yt3vsz
Message 7
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jdmol2002 wrote:
> Why on earth would you register a firefly, keep it as an ultralight. Why pay
more money to fly your plane. That makes no sence.
Mine is very much like a Firefly (an Original Firestar) at 319 lbs. It's even pictured
as a Firefly in the September issue of LIGHT SPORT AND ULTRALIGHT FLYING
magazine (the one with an orange nose on skis). Why did I register it? For
the same reasons Beauford mentioned along with the privilege of carrying extra
fuel in 2 tanks behind the seat with the 5-gallon main tank that I still have.
Here are a couple recent pics of the Firestar. It's in good shape after 20 years
of flying it.
Ralph B
--------
Ralph B
Original Firestar
N91493 E-AB
20 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=133844#133844
Attachments:
http://forums.matronics.com//files/my_little_plane_1__144.jpg
http://forums.matronics.com//files/firestar_at_a_fly_in_207.jpg
Message 8
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Chuck,
The instrument training requirement is still there, has never
been removed (thankfully).
FAR 61.109(a)(3)
Ed in JXN
MkII/503
----- Original Message -----
From: Charles Davis
To: kolb-list@matronics.com
Sent: Monday, September 10, 2007 8:34 PM
Subject: Kolb-List: ELSA
(Snip)
Also, I may have missed it in the regs, but I'm fairly certain they
dropped the instrument requirement a long time ago, although I'm sure
some one on the list knows for sure. (Snip)
Chuck
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