Today's Message Index:
----------------------
1. 02:50 AM - Re: Monument Valley 2008 Photo Contest (David Lucas)
2. 04:43 AM - Re: Re: New engine package, ( FireFly alternate maybe) (N27SB@aol.com)
3. 04:49 AM - Re: Acme Gravity Catapult (David Lucas)
4. 06:21 AM - Aluminum Cleaning (Arran Addington)
5. 06:30 AM - decarbon check advice (Jimmy Young)
6. 06:34 AM - Re: Re: Acme Gravity Catapult (Jack B. Hart)
7. 06:38 AM - Firestar Project (BMWBikeCrz@aol.com)
8. 10:18 AM - New engine package, ( FireFly alternate maybe) (Mark)
9. 10:26 AM - Re: decarbon check advice (lucien)
10. 10:56 AM - Re: New engine package, ( FireFly alternate maybe) (Bill Rayfield)
11. 11:55 AM - Re: Emergency Parachute (JetPilot)
12. 12:08 PM - Re: tail feathers (JetPilot)
13. 01:04 PM - Homer Kolb (william sullivan)
14. 01:14 PM - Re: tail feathers (Ralph B)
15. 01:50 PM - Re: New engine package, ( FireFly alternate maybe) (Dana Hague)
16. 02:05 PM - Re: tail feathers (JetPilot)
17. 02:10 PM - Re: Homer Kolb (JetPilot)
18. 02:25 PM - Re: Re: Emergency Parachute (Dana Hague)
19. 02:30 PM - Re: Homer Kolb (Dana Hague)
20. 02:51 PM - Re: New engine package, ( FireFly alternate maybe) (Mike Welch)
21. 03:13 PM - Re: Homer Kolb (Mike Welch)
22. 03:36 PM - Re: Re: decarbon check advice (gary aman)
23. 03:53 PM - Re: Homer Kolb (Dana Hague)
24. 04:00 PM - Re: decarbon check advice (possums)
25. 04:27 PM - expert in everything (Jim Hauck)
26. 06:06 PM - Apologize (Jim Hauck)
27. 09:04 PM - Re: Acme Gravity Catapult (henry.voris)
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| Subject: | Re: Monument Valley 2008 Photo Contest |
> Submit your photo from past Monument Valley trips
Well, I don't exactly qualify, not having been there . . . Yet, but it looks like
an awe inspiring place and this is my favourite view of it.
Check out ; http://antwrp.gsfc.nasa.gov/apod/ap071225.html
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177579#177579
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| Subject: | Re: New engine package, ( FireFly alternate maybe) |
Don, You hit the nail on the head.
steve
In a message dated 4/17/2008 11:36:58 P.M. Eastern Daylight Time,
donghe@one-eleven.net writes:
What the powerplant needs is a new airframe designed around it just as they
are putting it together, to support slow turning 74 or 76 inch prop to
optimize the thrust, and make the components last along time.
**************Need a new ride? Check out the largest site for U.S. used car
listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
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| Subject: | Re: Acme Gravity Catapult |
Greetings Henry !
Was just reading an article in the April issue of ' Kit Planes' which reminded
me of your post on Kolb List Aug ' 07, re operations out of your short sloped
strip on the slopes of Haleakala, Hawaii. Now you've probably got it ' pinned
down' by now but this article may be of interest to you anyway. It's a simple
DIY glide-slope guidance device that virtually anyone could build and might just
be worth your trouble to investigate.
It's actually based on the 'Inner Glideslope Indicator System' that the space shuttle
uses as it transitions from its (something like) 18 degree glide/plummet
after re-entry into the final approach phase profile, and that, in turn, was
based or developed from the system the navy uses for carrier landings, so the
system has quite some heritage. It just needs to be adapted to Kolb approach
profiles to work.
It's basically a ' ball and bar' arrangement where something like a round trash
can lid painted a bright colour is mounted on a pole to the side of the strip
just ahead of and adjacent to the touch down point and facing towards, and thus
visible from, the approach area. A little further back (about 24 ft mentioned
in this article) and mounted lower than the aforementioned trash can lid, another
really high tech device, like a piece of corrugated roofing iron, also
painted a bright but contrasting colour, is mounted horizontally and at a calculated
level somewhat lower than the trash can lid in such a way that when the
said trash can lid and the corrugated iron bar are in alignment as you are on
approach, then it equates to the desired approach gradient to the touch down
point and thus helps overcomes the false allusions of sloped terrain that is also
in your vision. If, on approach, the trash can lid appears above the corrugated
roofing iron then your ' too low' on profile and if it's below the roofing
iron your ' too high'. Fine tuning is done by simply moving the trash can lid
up or down the pole a little bit to suit your desired approach profile.
If you've got access to a copy of Kit Planes it might be worth the read anyway.
David.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177586#177586
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| Subject: | Aluminum Cleaning |
Hello Everyone,
I am finally getting around to working on the MkIII kit that I purchased this past
fall. It was bought in 1992 and partially assembled before it was put in a
trailer and sat for a number of years. Jim Kmet who is on the list and lives
near me in Tennessee came out and helped me verify that it was in rig, and that
there were no major issues.
I am at the point where I will soon be thinking about covering the wings and tail
feathers. My concern, and the question to the group is how to clean the aluminum
on these parts before I cover. They don't have any real corrosion, just
some light white in some parts, but mainly dust and dirt. I would really like
to make sure that once I cover them, I won't have to worry about them for a long
time (even though I am planning on installing inspection plates).
My thought is to use "Corrosion X" inside the big tail boom and wing spars, but
I really want to know how to clean up the external surfaces for the long term
without damaging them. I am interested in hearing the wisdom of the group. I
appreciate everyone's help.
Sincerely,
Arran J. Addington
Transportation Planner
Office of Local Programs
Suite 600, James K. Polk Building
505 Deaderick Street
Nashville, TN 37243-0341
voice: 615-253-8526
fax: 615-741-9673
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| Subject: | decarbon check advice |
I need some advice as to what it is I'm looking for on a decarbon
checkon a 503 DCDI. I've got the exhaust port open, and I see two very
clean looking piston skirts. The piston tops have a little carbon build
up on top, not much. The underside of the heads are very clean and
shiny. Regarding the rings, they lok clean to me, but I can't get them
to "move" very easily, more so because I'm afraid I'll break them than
anything else. I only see one ring, maybe about a 1/2" down from the
top. There is another possible ring right at the top, not sure. What is
the best way to check their movement, and what with?
Thanks -
Jimmy Young
FS II
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| Subject: | Re: Acme Gravity Catapult |
At 04:47 AM 4/18/08 -0700, you wrote:
>
>
>It's basically a ' ball and bar' arrangement where something like a round trash
can lid painted a bright colour is mounted on a pole to the side of the strip
just ahead of and
...................
David
Elegant and neat. I my do this to get down over some unmarked power lines at the
end of my undeveloped home strip.
Jack B. Hart FF004
Winchester, IN
Do not archive
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| Subject: | Firestar Project |
WE have a fairly new Kolb Owner in O'Brian Fl
Very High Time Navy Pilot ... First Kolb Flight was a real White Knuckle
Experiance for him !
Have Your Brother In Law Get Some Dual in a taildragger Ultralight FIRST !!!
How do I know this ... "Personal Experiance"
Dave
**************
Need a new
ride? Check out the largest site for U.S. used car listings at AOL Autos.
(http://autos.aol.com/used?NCID=aolcmp00300000002851)
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| Subject: | New engine package, ( FireFly alternate maybe) |
I have been working with Larry at Valley Eng.on my direct drive Generac.
It will be installed in an ultrastar in a month or so.The belt reduction
version turns too big of a prop,DD is about 54". Hopefully the weight
will be the same as the Cuyuna with 5 more HP.Mark in Florida
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| Subject: | Re: decarbon check advice |
Jimmy Young wrote:
> I need some advice as to what it is I'm looking for on a decarbon checkon a
503 DCDI. I've got the exhaust port open, and I see two very clean looking piston
skirts. The piston tops have a little carbon build up on top, not much.
The underside of the heads are very clean and shiny. Regarding the rings, they
lok clean to me, but I can't get them to "move" very easily, more so because
I'm afraid I'll break them than anything else. I only see one ring, maybe about
a 1/2" down from the top. There is another possible ring right at the top,
not sure. What is the best way to check their movement, and what with?
>
> Thanks -
>
> Jimmy Young
>
> FS II
There are two rings, the lower one is a regular "square" compression ring and the
one at the top is a Dykes type ring.
To check for free movement, center the two rings in the exhaust port and then carefully
rotate the crank. You should see oil squeeze out of the ring gaps, and
the piston should move microscopically while the rings stay put.
Generally, the rings begin to stick at the gap, tho, which you can't see from the
exhaust port. That starts at about 100 to 150 hours usually, depending on how
often and how rich the motor is run....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177679#177679
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| Subject: | Re: New engine package, ( FireFly alternate maybe) |
OOO, keep us posted - I'm interested in that setup!
The information contained in this communication is the property of Southwire Company
and intended only for the use of the addressee.
The information contained in this communication is the property of Southwire Company,
may contain confidential or proprietary information, and is intended only
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or copying of this communication or any part thereof, is strictly prohibited
and may be unlawful. If you have received this communication in error, please
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| Subject: | Re: Emergency Parachute |
If you want to know about how many BRS saves there have been, you should look here:
http://brsparachutes.com/files/Documents/Lives-Saved.pdf
If you want a chute on your plane, you should just spend the money and get the
proven, quality system BRS sells. If you try to get to cheap, you may end up
spending money and effort on something that wont work in many situations.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177696#177696
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| Subject: | Re: tail feathers |
I would not fly with a Rebent tang. I had seen and was going to post the same
AD that jeremy was talking about on the RANS airplanes, but he beat me to it.
The AD on the rans planes are for the same tangs our Kolbs use.
A Rans has two tail wires, you would probably live if one broke, but Rans has still
seen fit to send out an AD for this. A Kolb has one set of wires on the
tail, if one breaks you will die. I think all Kolbs should do the inspection
for cracks in the tangs as outlined in the AD from Rans.
Flying with rebent tangs is just asking to die, you might as well put a gun to
your head and pull the trigger. Its that serious.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177702#177702
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Curiosity question- I know Homer Kolb experimented with various designs. There
was even a reference to a multi-engine design. Did he ever experiment with a bi-plane
version? The only plane mentioned today that is a lot different than today's
production versions is the Ultrastar. Apparently there are a lot of them
still flying. When did the Ultrastar go out of production? Does anyone know
if Homer still has some radically different version on paper, tucked in a drawer,
that never even hit prototype? I can't see a man like him letting his ingenuity
retire.
do not archive
Bill Sullivan
FS/KX/447
Windsor Locks, Ct.
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| Subject: | Re: tail feathers |
williamtsullivan(at)att.n
> ="How tight are the support cables for the horizontal stabilizer supposed to
be? Mine seem a bit slack. The plan got flipped in a storm, so I may not be looking
at the right parts- I don't have another Kolb around to compare with.
>
> Bill Sullivan
> FS/KX/447
> Windsor Locks, Ct.
>
I know that if the tail wires aren't tight enough, the tang will wear through the
thimble prematurely. Once they reach the cable, you know what might happen.
I wouldn't fly a plane that had the tangs bent once then bent in another direction
or re-bent.
Ralph
--------
Ralph B
Original Firestar
N91493 E-AB
21 years flying it
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177721#177721
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| Subject: | Re: New engine package, ( FireFly alternate maybe) |
At 01:15 PM 4/18/2008, Mark wrote:
>I have been working with Larry at Valley Eng.on my direct drive Generac.
>It will be installed in an ultrastar in a month or so.The belt reduction
>version turns too big of a prop,DD is about 54 . Hopefully the weight will
>be the same as the Cuyuna with 5 more HP
Mark, please DO keep us posted! I have the Cuyuna in my US and it's
running great, but improved fuel economy sure would be nice...
If it's 60 lbs and 35HP that'd be REALLY amazing!
-Dana
--
Help, I've fallen up and I can't get down
Message 16
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| Subject: | Re: tail feathers |
Just to make the AD very clear, they are saying to check the tangs for CRACKS,
not wear. I would check the bend itself for cracks while looking at the tang,
but the AD is saying to check around the bolt holes for cracks where there is
less material and the tang is being loaded in bend. If you tighten the tail
wires to tight, it can cause these cracks form as per this AD. You need to get
the wire tension tight, but not to tight either... To tight can be even more
dangerous than not tight enough due to cracks and sudden failure.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177734#177734
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Dave put multi engines on a Kolb Firestar :) Great idea, but there was interaction
between the props that produced to much vibration.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177736#177736
Attachments:
http://forums.matronics.com//files/ultralightkolbdavetwinengine_169.jpg
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| Subject: | Re: Emergency Parachute |
At 02:52 PM 4/18/2008, JetPilot wrote:
>If you want to know about how many BRS saves there have been, you should
>look here:
>
>http://brsparachutes.com/files/Documents/Lives-Saved.pdf
>
>If you want a chute on your plane, you should just spend the money and get
>the proven, quality system BRS sells. If you try to get to cheap, you
>may end up spending money and effort on something that wont work in many
>situations.
A BRS is like many things; you balance the cost vs risk vs reward. In my
own case, if I wouldn't fly without a BRS then I couldn't fly... a new BRS
costs significantly more than my airplane cost, thus a lower priced
alternative was an interesting option (that, this time, didn't pan out).
Now, I know that a hand thrown chute (the same kind I was looking at) save
John Hauck's ass twice and Dennis Souder's once, but two of those (they
admit) were deliberately abused aircraft (aerobatics) leading to structural
failure. Structural failure is EXTREMELY rare in a properly designed,
constructed, and maintained aircraft.
As for the list of BRS "saves"... I have no doubt that a BRS _has_ saved
lives, and for flight test of a new aircraft it _definitely_ makes sense,
but I'd credit about 25% of that list as being valid "saves". Component or
structural failure or midair collision, yes. Failure during aerobatics in
a plane not designed for same, that's pilot error. Ditto "loss of
control". Engine failure, 90% of the time (probably 99% of the time in
slow airplanes like we fly) you're better off flying it in under control
than popping a chute and surrendering yourself to the ride.
Some of the items on the list are really weird. "Fuel leaking"...
"installation of improper propeller"... and perhaps the strangest, "struck
obstacle on landing approach" at 25'... THAT's a BRS emergency???
For that matter, my own Ultrastar took a parachute ride. The original
owner had an engine out at 3000' directly over his home airport...
panicked, and deployed the chute (another one I wouldn't count). The plane
went into power lines, blacking out the local area, resulting in
ultralights being banned from that airport. Another guy bought and rebuilt
the wreck, whereupon it passed through two more owners before getting to me.
-Dana
--
Blow your mind, smoke gunpowder.
Message 19
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At 04:02 PM 4/18/2008, william sullivan wrote:
>Curiosity question- I know Homer Kolb experimented with various designs.
>There was even a reference to a multi-engine design. Did he ever
>experiment with a bi-plane version? The only plane mentioned today that is
>a lot different than today's production versions is the Ultrastar.
>Apparently there are a lot of them still flying. When did the Ultrastar go
>out of production? Does anyone know if Homer still has some radically
>different version on paper, tucked in a drawer, that never even hit
>prototype? I can't see a man like him letting his ingenuity retire.
Well, there was the Kolb Flyer (predecessor to the Ultrastar) which looked
like an US with two 14HP Solo engines mounted on a short crossbar where the
US engine is. I think there were a few even simpler aircraft
earlier. Later, there was the Kolb Laser, a conventional low wing tractor
airplane of which only a couple of examples were ever built. Never heard
of a Kolb biplane.
-Dana
--
Blow your mind, smoke gunpowder.
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| Subject: | New engine package, ( FireFly alternate maybe) |
>
> OOO, keep us posted - I'm interested in that setup!
> The information contained in this communication is the property of Southwire
Company, may contain confidential or proprietary information, and is intended
only for the use of the addressee. The unauthorized use, disclosure, forwarding,
or copying of this communication or any part thereof, is strictly prohibited
and may be unlawful. If you have received this communication in error, please
notify the sender immediately by return e-mail and destroy this communication
and all copies thereof, including all attachments.
Oh Great!!
Another guy that can tell us something, but then he has to kill us. We can't
win, fer losin'.
Mike Welch
Do Not Archive
_________________________________________________________________
Going green? See the top 12 foods to eat organic.
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Curiosity question- I know Homer Kolb experimented with various designs. There
was even a reference to a multi-engine design.
do not archive
Bill Sullivan
Bill,
Awesome as the idea may be, to have a new twin-engined Kolb (especially a twin-engined
Xtra), if I'm not mistaken, this could NOT be flown under Sport Pilot
Rules.
You would need a regular pilot's license, with a multi-engine endorsement.
I have the pilot's license. Let's get TNK to work on the twin Xtra design, and
I'll get a "multi" rating.
Just musing,
Mike Welch
(with only one engine)
_________________________________________________________________
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Message 22
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| Subject: | Re: decarbon check advice |
Jim,
There is another ring about 1/16th from the top.I use a popcicle stick to push
in on the rings.To see a little oil squeeze out would be best,but free movement
is essential.There is considerable tension by the rings against the cyl walls,got
to push a little.How many hours on it,and is it oil injected?
----- Original Message ----
From: lucien <lstavenhagen@hotmail.com>
Sent: Friday, April 18, 2008 10:23:22 AM
Subject: Kolb-List: Re: decarbon check advice
Jimmy Young wrote:
> I need some advice as to what it is I'm looking for on a decarbon checkon a
503 DCDI. I've got the exhaust port open, and I see two very clean looking piston
skirts. The piston tops have a little carbon build up on top, not much.
The underside of the heads are very clean and shiny. Regarding the rings, they
lok clean to me, but I can't get them to "move" very easily, more so because
I'm afraid I'll break them than anything else. I only see one ring, maybe about
a 1/2" down from the top. There is another possible ring right at the top,
not sure. What is the best way to check their movement, and what with?
>
> Thanks -
>
> Jimmy Young
>
> FS II
There are two rings, the lower one is a regular "square" compression ring and the
one at the top is a Dykes type ring.
To check for free movement, center the two rings in the exhaust port and then carefully
rotate the crank. You should see oil squeeze out of the ring gaps, and
the piston should move microscopically while the rings stay put.
Generally, the rings begin to stick at the gap, tho, which you can't see from the
exhaust port. That starts at about 100 to 150 hours usually, depending on how
often and how rich the motor is run....
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=177679#177679
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At 06:10 PM 4/18/2008, Mike Welch wrote:
>Awesome as the idea may be, to have a new twin-engined Kolb (especially a
>twin-engined Xtra), if I'm not mistaken, this could NOT be flown under
>Sport Pilot Rules.
>
> You would need a regular pilot's license, with a multi-engine
> endorsement...
The old twin engined Kolb Flyer was 103 legal, needing no license at all...
-Dana
--
Hard work has a future payoff. Laziness pays off now.
Message 24
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| Subject: | Re: decarbon check advice |
At 09:27 AM 4/18/2008, you wrote:
>I need some advice as to what it is I'm looking for on a decarbon
>checkon a 503 DCDI. I've got the exhaust port open, and I see two
>very clean looking piston skirts. The piston tops have a little
>carbon build up on top, not much. The underside of the heads are
>very clean and shiny. Regarding the rings, they lok clean to me, but
>I can't get them to "move" very easily, more so because I'm afraid
>I'll break them than anything else. I only see one ring, maybe about
>a 1/2" down from the top. There is another possible ring right at
>the top, not sure. What is the best way to check their movement, and what with?
> Thanks -
> Jimmy Young
Is it time to decarbon? I've got way over 700 hours without doing it,
but I run mine pretty regular. "What you should see is oil ooze in
the ring groove if you rock
the piston up an down with the prop".I would buy a compression tester
at you local auto parts dealer for
about $20 as an additional way to test weather your rings are sticking.
If you've got a starter, it works great. Mine still has 120 psi on
both cylinders, believe it
or not.
Also read this article.
http://www.800-airwolf.com/pdffiles/ARTICLES/part47.pdf
Message 25
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| Subject: | expert in everything |
Ron;
I don't interact very often on the Kolb list, just read and chuckle.
Ron, It seems that you give a bunch of advice in areas that you have no
experience, or you fail to state your experience in certain subjects, i.e.
parachutes.
As to parachutes, what is your experience factor on this subject? Are you
getting a rebate from BRS so you promote their product?
There is more than one solution to a recovery parachutes than BRS.
There is nothing wrong with a hand deployed parachute. It eliminates the
malfunction of a mortar. If the individual
using that item rehearses how he is going to deploy it. That is the
paramount item in a hand deployed parachute. Same with a BRS or any other
recovery
parachute. How many on this list has every went through emergency procedures
of when and how they will deploy a parachute. I will bet you that most have
never considered rehearsing the procedure. Just take for granted that piece
of nylon will save their butt.
Hand deployed or mortar deployed, the individual has to know when to deploy
and how. It should be second nature to grab the deployment handle without
even looking. I also bet you if some of the folks on this list was sitting
in their airplane and you told them to deploy their recovery parachute, they
would have to sit there and think a few seconds of where the hell the handle
is, Seconds wasted is altitude. I think that a person should rehearse this
until it is second nature to them.
For a mortar actuated recovery parachute, the activating handle should be in
easy reach, in case G loads from a catastrophic failure should incur they
could overcome the G forces generated by the failure.
Hand deployed, is simple, it is either attached to your chest or in a very
close proximity to the pilot. On hand deployed I would suggest throwing the
deployment bag down and out from the airplane. This will keep it away from
most areas where it could get entangled. Also, you have more force in
strength throwing it down and away.( This method saved my brothers butt on
two occasions) Yes, I packed both of them.
Unlike silk prior to WWII which was sensitive to the environment and had to
be handled with kid gloves, thanks to DuPont that created a nylon fabric for
parachutes that is almost indestructible. Very few things will cause nylon
to go south, acid, direct sunlight. Age is really not a factor on a
parachute made of nylon that has been properly cared for. The biggest thing
I see with recovery parachutes is the bridle, if it is a synthetic material
exposed to the sun, that is always an iffy question of whether or not it
will hold the load on deployment. Ultra violet rays works on all man made
synthetic materials and it is undetectable by eye ball whether the item has
deteriorated or not. I would suggest using a wire cable.
Experience with parachutes, I have a wee bit. I jumped out of airplanes for
over 20 years, certified military parachute rigger,was involved with
development of several parachute systems and many other air item systems. I
have over 2000 parachute jumps ranging from 500 feet to 43,500 feet. ( that
is higher than most of you have ever flown commercial).
Don't get me wrong I am not blowing my horn, just hope that I can give a
hint to the folks on this list that a parachute whether hand deployed or
mortar, regardless of how it is deployed and used properly will save your
bacon. But, you have to be the one to be able to deploy it properly. That
comes from practicing how to properly deploy it.
Of course, Murphy may have something to say about!
Jim Hauck
The Older better looking Brother To John H
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If I sent this under the wrong name, I apologize.
Jim Hauck
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| Subject: | Re: Acme Gravity Catapult |
David,
Thanks for the heads up on the April Kit Plane... I'll trot down to the bookstore
tonight and pick it up.
I wish I could say that I have perfected my landings, but I find the shorter the
field the higher the pucker factor...
Also, now, my mother needs my help, so for the past two months I've been staying
with her in Honolulu. I am able to get back to Maui for only two days, every
two weeks. During this period I haven't even seen my beloved FireFly, more or
less fly it.
The ferry has started to run again, so I may bring the plane to Oahu and fly here.
If so I'll have to swap out the 10 gallon tank and maybe off the brakes and
larger wheels, to at least look like I comply with part 103... I'll be using
a real airport and I fear polyester on the ramp. Back on Maui I fly out of the
Hawaiian Homelands where polyester in any form means lunch... The term is "long
hog"...
Thanks again for the tip... If I build one of those gizmo's I'll write up something
and post it to "the list"...
--------
Henry
Firefly Five-Charlie-Bravo
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