Today's Message Index:
----------------------
1. 03:04 AM - Re: Looking to buy (Thom Riddle)
2. 03:26 AM - Re: HKs Twinstar with vg's ()
3. 06:45 AM - Re: carburetor mounting (lucien)
4. 07:07 AM - Re: LSA (Was Airport Attitudes) (pj.ladd)
5. 07:10 AM - Re: HKs Twinstar with vg's (robcannon)
6. 07:51 AM - Re: Re: HKs Twinstar with vg's ()
7. 08:00 AM - Re: Re: Airport Attitudes (pj.ladd)
8. 08:09 AM - Re: Re: HKs Twinstar with vg's ()
9. 08:43 AM - Re: HKs Twinstar with vg's (JetPilot)
10. 08:45 AM - Re: Re: HKs Twinstar with vg's (Richard & Martha Neilsen)
11. 08:53 AM - Alternative Tail Wheel Steering System (Jack B. Hart)
12. 09:11 AM - Re: Alternative Tail Wheel Steering System (JetPilot)
13. 09:51 AM - Pictures !!! Flying a Kolb Around South Florida... (JetPilot)
14. 12:19 PM - Nasa info on Vgs (grantr)
15. 01:20 PM - Re: Re: Airport Attitudes (Jim Baker)
16. 01:53 PM - Re: Looking to buy (John T. Schmidt)
17. 02:01 PM - Re: Re: Looking to buy (Michael Sharp)
18. 02:05 PM - Re: LSA (Was Airport Attitudes) (Dana Hague)
19. 02:05 PM - Re: Looking to buy (John T. Schmidt)
20. 02:46 PM - Re: CT MKIII crash (chris davis)
21. 04:02 PM - Re: Re: Looking to buy (possums)
22. 04:22 PM - Re: Re: Looking to buy (Jack Day)
23. 04:31 PM - Re: Re: HKs Twinstar with vg's (Larry Cottrell)
24. 04:32 PM - Letter of Deviation Authority (Richard Girard)
25. 04:32 PM - Re: Re: HKs Twinstar with vg's (Larry Cottrell)
26. 04:34 PM - Re: Re: Alternative Tail Wheel Steering System (Larry Cottrell)
27. 04:36 PM - Re: Pictures !!! Flying a Kolb Around South Florida... (Larry Cottrell)
28. 04:46 PM - Re: CT MKIII crash (JetPilot)
29. 04:50 PM - Flying video (grantr)
30. 04:51 PM - Re: Pictures !!! Flying a Kolb Around South Florida... (JetPilot)
31. 05:00 PM - Re: Nasa info on Vgs (robert bean)
32. 05:09 PM - Re: CT MKIII crash (Larry Cottrell)
33. 05:15 PM - Re: Re: CT MKIII crash (Larry Cottrell)
34. 05:17 PM - Re: Nasa info on Vgs (Larry Cottrell)
35. 05:37 PM - Re: CT MKIII crash (Dana Hague)
36. 05:55 PM - Re: Re: CT MKIII crash (Jack B. Hart)
37. 06:23 PM - Re: CT MKIII crash (Larry Cottrell)
38. 06:28 PM - Re: Re: CT MKIII crash (Larry Cottrell)
39. 08:41 PM - Redrive VW powered MKIIIC Video (Richard & Martha Neilsen)
40. 09:03 PM - Re: CT MKIII crash (Richard & Martha Neilsen)
Message 1
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Subject: | Re: Looking to buy |
John,
Oh, yes, the DEVIATION paragraph.
Yes, I read that four years ago when it was first published. I also called the
FAA about that particular paragraph. The guy's initial response was a chuckle,
which is an unusual event with most FAA employees. Paraphrasing what he said,
the bottom line is that this was intended primarily for gyroplanes because there
is no such thing as an SLSA gyroplane. To my knowledge, there are no 2 seat
type certificated gyroplanes that meet the weight limits for LSA. So, they had
to write a provision by which someone willing to go through the process of
applying for a deviation could get permission to use and experimental aircraft
as a trainer after Jan 31, 2010.
I also asked about getting such a deviation for an airplane. Another chuckle followed
by not likely because there are lots of SLSA airplanes to choose from as
trainers. Since this phone conversation a couple years ago, more and less expensive
SLSA trainers have come on the market, as have more expensive ones. There
are also thousands of older type certificated airplanes that can and are being
used to train AIRPLANE sport pilots.
Now that I know that the DEVIATION route was your intended path, I must ask why
you didn't politely say something to the effect of
"Yes, Thom, I know about the expiration date of Jan 31, 2010. My intention is to
get a DEVIATION after that date."
Instead, you chose to assume erroneously that I have not done my research. As a
matter of fact, I read the FARS regularly, like some read the newspaper, and
have been doing so since 1966 when I earned my private pilot certificate.
The tone of your unfounded, unwarranted, unnecessary, unkind, and unappreciated
remarks was condescending and arrogant.
Since this is my last post on this subject, you may have the pleasure of the last
word, if you choose... you pompous ass.
--------
Thom Riddle
CFI-SP
Power Plant Mechanic
N1208P RANS S6S, Tailwheel, 912UL
N197BG FS1/447
--------------------
Scratch any cynic, he said, and youll find a disappointed idealist.
George Carlin
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8486#208486
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Subject: | Re: HKs Twinstar with vg's |
Like you I installed the VG's a couple weeks ago on my Mark 111/912UL and
still amazed at the difference.
I did find something to be careful about. I did my first nose over dual with
a CFI on board who had never been in a Kolb. I had been use to setting the
trim and using it for take offs and landing with out any problems. When I
went to full power the nose went over before I could react resulting in some
damage to the FG but easy repair other than matching the paint design. I
learned real quick to have the trim full nose up both dual and solo. Solo
isn't bad but the rate of climb is much higher now so I adjust the trim just
after leaving the ground. I would rather spend my time flying and less time
on repairs. Like you I have noticed that the tail drops sooner on landing an
am glad I have the taller steel legs.
Even though I am happy with the results of the VG's I still like to tweak
things. I am using the small alum ones with the dual fins. I have them set
between every other rib and 10" back from the leading edge and 3 on the gap
cover.
How do you have yours set?
I leaned Saturday how effective they was in a cross wind lands. I took off
and lost most of the rudder control do to S hook connecting the tail wheel
to the rudder breaking and wrapping around the rudder post binding the
rudder.
Like I said the take off and climb rate has changed so much I didn't react
soon enough and was up and climbing.
Knowing I had a problem I landed in a 15 mph wind at 90 deg with out full
rudder usage. The VG's gave me more control with the ailerons in cross
winds. I had done cross wind landings and take offs in 20-25 mph winds
before but never realized how much difference they made until then.
--------------------------------------------------
From: "robcannon" <leecannon@telus.net>
Sent: 2008-10-13 00:52
Subject: Kolb-List: HKs Twinstar with vg's
>
> ck: Unbelievable !! A couple days ago I went to do some more test flying
> but it rained all day. Instead I spent the day making and installing some
> vg's on my wings as I was unhappy with the twinstars 38-40 mph stall
> speed. To design and place them, I read all I could find on this list and
> a bit more, and came up with what I thought looked best (intuitive
> engineering)
> Stall went down to 26 indicated !??! The plane will now mush along at
> 25-27 indicated with no scary tendancies. Yes, my airspeed may be lying
> when I get that slow, but the improvement is dramatic.
> I now fly approaches comfortably at 45-50 (instead of 55-60).
> Now, I need longer gear, as with the plane that slow the nose is high
> and the tail wants to hit first.
> Top end speed still seems fine, and with the hks is not an issue. The
> hks will easily accelerate the twinstar beyond vne. (I'm calling 80mph
> vne.)
> Sincere thanks to all those ahead of me who experimented with different
> shapes and positions, and made my desisions much, much easier. Cheers !
> Rob Cannon
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8478#208478
>
>
>
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Subject: | Re: carburetor mounting |
Dana wrote:
> I had a thought today, while warming up the mighty Cuyuna engine on my
> UltraStar... especially at idle, seems the carburetor is jumping all over
> the place. Not surprising, with the carb sticking out from the side of the
> engine on its rubber boot, and the air filter sticking out even
> farther. Seems all that shaking can't be doing the carb or the rubber boot
> any good, and a simple brace to the engine mount tubes on top of the engine
> would steady it... or it might transmit even more vibration to the
> carb? Perhaps a support strut with its own rubber isolator, so it'd
> prevent the large deflections at lower rpm but still isolate the higher
> frequency motion? Thoughts, anyone?
>
> -Dana
> --
> Lottery: a tax on the mathematically challenged.
I tried something similar years ago on my first rotax, a 503 single carb.....
Er, I'd recommend leaving it as-is, do NOT try to brace the carburettor in any
way..............
The flexing is normal and is already the best solution. Note that, as the engine
goes up above idle, the vibrations become much smaller. At flight RPM's everything
is nice and still with only a high frequency buzz.....
LS
--------
LS
Titan II SS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8500#208500
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Subject: | Re: LSA (Was Airport Attitudes) |
so we're lucky that they made it a weight and performance limit, instead of
(as in the UK even today for example) keeping the original foot launch
requirement. >>
Hi Dana,
Not true. We started like everyone else with hang gliders for which there
were no regulations. Progressed to putting engines on them. After a series
of crashes the authorities unsurprisingly imposed rules and regs and
invented the `microlight`.
This was specifically a one or two seater with a MAUW and a maximum wing
loading and stalling speed.
The TYPE of plane had to be approved for basic design and flying qualities.
Individual a/c had to be constructed to type and inspected for build
quality. They are signed off as flyable and require an annual check and are
registerd.
Things have remained like that except that the MAUW has been nudged upwards
a couple of times.
In all respects `microlights` are treated as aircraft and are entitled to
fly as high, as fast and in all the places any regular a/c can fly.
In an attempt to get back to absolute basics and to stimulate new design and
ideas there has recently been introduced a `sub 115kg` Category and I think
that the Firefly is the only commercially available model on the market here
which complies although there are several new designs in the pipeline.I
don`t know all the details of the requirements for the sub 115k cat. off
hand but I put them all on the list at one time and may be in the archive.
Wedo not have anything as totally deregulated as your Experimental class but
certainly there are no regs requiring a microlight to be foot launched.
Cheers
Pat
There are no unregistered a/c with engines in the UK except PPG`sand all are
subject to an annual C of A. Come to think of it I believe that gliders now
have to be registered to comply with new EU Regs. Previously they only had a
Brit. Gliding Assoc number.
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Subject: | Re: HKs Twinstar with vg's |
Very interesting guest........ I did notice that I needed more nose up trim on
take off, but I hadn't clued in that it was the vg's. I suppose the vg's move
the center of lift back, resulting in more nose up trim needed. I have a bungee
around the stick trim system(which works great by the way), and was wondering
if the bungee had stretched.
I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"), and
put them between every rib and false rib staggered by 1" on the whole wing.
You say the "s" hook broke. Why did it break? I'm using the connector that
came with the compression springs from aircraft spruce, and I don't really like
the way it atttaches to the stock kolb tailwheel arm ( seems like a bad wear
point.)
Does your plane have the nose hoop?
Rob
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8503#208503
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Subject: | Re: HKs Twinstar with vg's |
I do have the nose skid hoop or I would have had more damage. I had thought
about removing it before BUT not now..LOL
The S hook bent the first time and came off causing the chain and spring to
fly forward and wrapping around the rudder post restricting movement of the
rudder. I notice when I put the S hook back on the tail wheel that it had
weakened from rust under the paint as a result of setting so close to the
ground. Then I got back to my main field the end of the S hook had broken
off completely. I looked for stainless hooks but couldn't find any the right
size so I am going to use the steel again but use a heavy saftey wire as a
back up. I do a lot of off short field T/L's which the tail wheel takes a
beating at times and I do have the larger tail wheel.
I have two springs on my trim which I had to adjust a little shorter mainly
for dual. I can fly hands and feet off
and the yaw string is down the middle and elevation hold where I set it
other than thermals when flying low.
I drop my stall 8 mph solo and 10 mph duel and increased the rated of climb
to 900 fpm solo and 600-700 fpm
dual with 13 gals of gas..10 main and 3 reserve in the nose. Ground roll
aprox. solo 125-150 ft duel 200-300 ft
Now that the VG's are helping I need to work on the prop pitch for better XC
fuel savings with out loosing short field T/L's
--------------------------------------------------
From: "robcannon" <leecannon@telus.net>
Sent: 2008-10-13 10:09
Subject: Kolb-List: Re: HKs Twinstar with vg's
>
> Very interesting guest........ I did notice that I needed more nose up
> trim on take off, but I hadn't clued in that it was the vg's. I suppose
> the vg's move the center of lift back, resulting in more nose up trim
> needed. I have a bungee around the stick trim system(which works great by
> the way), and was wondering if the bungee had stretched.
> I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"),
> and put them between every rib and false rib staggered by 1" on the whole
> wing.
> You say the "s" hook broke. Why did it break? I'm using the connector
> that came with the compression springs from aircraft spruce, and I don't
> really like the way it atttaches to the stock kolb tailwheel arm ( seems
> like a bad wear point.)
> Does your plane have the nose hoop?
> Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8503#208503
>
>
>
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Subject: | Re: Airport Attitudes |
Just exactly whom were the FAA looking out for? Themselves.>>
Hi Jim,
An interesting take on attitudes. I wouldn`t for a moment suggest that
organisations, FAA, CAA, or any other regulatory body is always right but I
must ask `In what way did the Viking saga benefit the FAA` Ensured more work
for themselves? Hardly necessary. Extra income? possibly but unlikely.
It is all very well making statements like yours but to make it worthwhile
somebody must end up better off. I don`t see how.
Tea tax and Prohibition were introduced as `protection`?. Never heard that
before. I thought they were introduced to raise money in one case, and to
promote Temperance in the other. And to raise money of course.
I would certainly agree that `hidden agendas` do exist, just look at the
curtailment of civil liberties which has taken place under the `War on
Terror` but that is just the usual tendency of governments to govern, and to
govern is to control.
Cheers
Pat
Message 8
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Subject: | Re: HKs Twinstar with vg's |
Rob I forgot to mention one of the reasons I am tweaking things for short
fields and fuel, being I live in So Florida.
I am planning to fly over to the Bahamas and then do some island hopping. I
waiting for the information and permits now and hope to go after the
hurricane season is over. The VG's will help a lot with the ocean breezes
that blow all the time. I have bought a head mount video camera and hope to
get some great footage over the water and islands. I plan to have the new 20
gal fuel tank made and in by then just in case, 23 gals can get most any
where over there.
--------------------------------------------------
From: "robcannon" <leecannon@telus.net>
Sent: 2008-10-13 10:09
Subject: Kolb-List: Re: HKs Twinstar with vg's
>
> Very interesting guest........ I did notice that I needed more nose up
> trim on take off, but I hadn't clued in that it was the vg's. I suppose
> the vg's move the center of lift back, resulting in more nose up trim
> needed. I have a bungee around the stick trim system(which works great by
> the way), and was wondering if the bungee had stretched.
> I made the vg's approx. 3" wide by 1.5 deep with two bent up fins (.25"),
> and put them between every rib and false rib staggered by 1" on the whole
> wing.
> You say the "s" hook broke. Why did it break? I'm using the connector
> that came with the compression springs from aircraft spruce, and I don't
> really like the way it atttaches to the stock kolb tailwheel arm ( seems
> like a bad wear point.)
> Does your plane have the nose hoop?
> Rob
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8503#208503
>
>
>
Message 9
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Subject: | Re: HKs Twinstar with vg's |
I am always glad to see reports of guys that have tried VG's and found them to
be a huge improvement in their Kolbs. For anyone else out there that has been
thinking about installing VG's on their Kolb but are not sure yet, lots of reports
like this and the video link below make this choice a no brainer. Adding
VG's to your Kolb is the single most important thing you can do to increase
its slow flight performance and SAFETY. If your engine quits and you are going
to put it in down in a field, would you rather touch down at 40 MPH or 30 MPH,
would you rather have a mushy approach at 50 MPH, or have your Kolb fly rock
solid at 40 MPH with no mushing and full aileron authority ??? You can see
all this at:
http://www.vimeo.com/1480667
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 8515#208515
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Subject: | Re: HKs Twinstar with vg's |
I had my tail wheel springs come off a few times. When I switched to
compression springs I installed some "connector links" they are built like
safety rings so they can't disconnect. I found them at Aircraft Spruce part
number 06-15400 page 250 in the current catalog.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: <smlplanet@msn.com>
Sent: Monday, October 13, 2008 10:50 AM
Subject: Re: Kolb-List: Re: HKs Twinstar with vg's
>
> I do have the nose skid hoop or I would have had more damage. I had
> thought about removing it before BUT not now..LOL
> The S hook bent the first time and came off causing the chain and spring
> to fly forward and wrapping around the rudder post restricting movement of
> the rudder. I notice when I put the S hook back on the tail wheel that it
> had weakened from rust under the paint as a result of setting so close to
> the ground. Then I got back to my main field the end of the S hook had
> broken off completely. I looked for stainless hooks but couldn't find any
> the right size so I am going to use the steel again but use a heavy saftey
> wire as a back up. I do a lot of off short field T/L's which the tail
> wheel takes a beating at times and I do have the larger tail wheel.
Message 11
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Subject: | Alternative Tail Wheel Steering System |
At 07:09 AM 10/13/08 -0700, you wrote:
>
> .................
You say the "s" hook broke. Why did it break? I'm using the connector that
came with the compression springs from aircraft spruce, and I don't really
like the way it atttaches to the stock kolb tailwheel arm ( seems like a bad
wear point.)
>
Rob,
I had a similar problem with tension springs breaking and ground looping.
Came up with the following system. It may be of interest to you. See:
http://www.thirdshift.com/jack/firefly/firefly133.html
I have made a few changes since posting the above page. The spoke nuts are
shortened to save weight and round throttle stop collars are used to safety
the spoke nuts. I will be updating the page in the near future.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: Alternative Tail Wheel Steering System |
Compression Springs also make tail wheel steering much more positive and precise.
The centering actions of properly set up compression springs is much better
than two springs in tension. I made the conversion on my MK III Xtra and it
makes a huge difference in the way the plane handles on the ground.
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 8521#208521
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Subject: | Pictures !!! Flying a Kolb Around South Florida... |
Attached are some pictures I took last week on an evening flight around South Florida
in my Kolb MK III Xtra. Flight time was 2 hours and I burned about 7 gallons
of gas.
--------
"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 8532#208532
Attachments:
http://forums.matronics.com//files/ultralightaerialflorida_37_287.jpg
http://forums.matronics.com//files/dsc03164_966.jpg
http://forums.matronics.com//files/dsc03144_154.jpg
http://forums.matronics.com//files/dsc03048_412.jpg
http://forums.matronics.com//files/dsc02954_278.jpg
http://forums.matronics.com//files/dsc02948_134.jpg
http://forums.matronics.com//files/dsc02854_134.jpg
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Subject: | Nasa info on Vgs |
http://www.nasa.gov/centers/langley/news/factsheets/Micro-VG.html
I though this was interesting. They are putting them on the flaps/ ailerons in
these test.
Has anyone tried them there on a kolb?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8549#208549
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Subject: | Re: Airport Attitudes |
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> It is all very well making statements like yours but to make it worthwhile
> somebody must end up better off. I don`t see how.
Did I, or the other Viking owners, end up being better off? No. Did
the FAA, as an organization, end up being better off? No. Did the
public benefit? No. Did one or two folks in the FAA's aircraft
directorate make a name for themselves? Just look at how many lives
we saved today.......
> Tea tax and Prohibition were introduced as `protection`?. Never heard that
> before. I thought they were introduced to raise money in one case
Protection of the British East India Tea company....
> promote Temperance in the other. And to raise money of course.
Wilson and other politicians chose to save their political hides by
eventually siding with the dry faction of the populace after
election, even tho the Temperance folks were a small majority. Less
to do with morality than with expediency.
> I would certainly agree that `hidden agendas` do exist, just look at the
> curtailment of civil liberties which has taken place under the `War on
> Terror` but that is just the usual tendency of governments to govern, and to
> govern is to control.
Not one of my civil liberties has been curtailed...none. Not even
privacy.
Jim Baker
580.788.2779
Elmore City, OK
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Subject: | Re: Looking to buy |
Thom Riddle: Good afternoon, thank you for your permission and the opportunity
for the last word. Once again, Please, I truly encourage you, Thom and all who
post on forums such as this, to check your accuracy of the intended message.
So, it appears you are ducking out on your ground school homework assignment. The
subject matter correct and proper endorsements along with proper communications
are vitally important. The Flight Instructor Sport rating is very restrictive
in nature and completely limited to the arena of Sport Pilots and the aircraft
they may be certified to operate. The simple facts are I can give you ground
school, however, your limited rating of Flight Instructor Sport prevents
you from giving ground instruction to a Recreational Pilot and above, exercising
the privileges of their certificates.
Your assessment of The Letter of Deviation Authority LODA is completely speculative
as stated. The LODA for your edification is the answer to the many individual
Letters of Deviation that were assigned to the many aviation organizations,
such as the EAA, the PRA and the numinous Ultra-light groups and organizations
that had certified BFIs and AFIs as part of their exemptions to conduct flight
training. The FAA in the latter part of 2007 canceled all Letters of Exemption
and all BFIs and AFIs no longer existed after January 31, 2008.
Thom, again your evaluation of the LODA strictly for Rotorcraft Gyroplanes is uninformed
and erroneous; also it would be gratifying if Mr. Chuckles from the
FAA was identified. If you so choose to discuss the world of Rotorcraft Gyroplanes,
as a rated Certified Flight Instructor Rotorcraft Gyroplane I will be more
than happy to bring you up to speed, however, your personal assessment of the
process of the LODA is completely off the mark of authenticity.
Thom, obviously you have no understanding of the path to achieving the LODA.
The path is simple, somewhat time consuming, however, extremely rewarding with
the achievement of your very own personal FAA Letter of Deviation Authority. It
opens the door for flight Instruction for compensation to the CFI that is willing
to procure The Letter of Deviation Authority.
Thom I would have more respect for you, if you had the ability to simply admit
the Truth that you were incorrect from the start and continued to be in error
from your very first post until the last. And, yes, you can feed your ego with
stories of Mr. Chuckles the FAA guy with no name and basically attempted to spin
the subject to save face.
All of my posts were direct; they also included Good morning as well as Good afternoon
and concluded with thank you and sincerely.
You, however, choose, Herr Schmidt, but you are mis-informed, Apologies accepted,
not to mention, The tone of your unfounded, unwarranted, unnecessary, unkind,
and unappreciated remarks was condescending and arrogant, and of course your
eloquent last words you pompous ass
Yes, Thom, I truly understand your persona, when the Truth fails you attack every
thing other than the subject. Good Luck and thanks for your exercise in futility.
Sincerely,
John T. Schmidt, CFI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8561#208561
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Subject: | Re: Looking to buy |
Oh Great!
Another List DH!
Do Not Archive
"John T. Schmidt" <adlerflug1@yahoo.com> wrote:
Thom Riddle: Good afternoon, thank you for your permission and the opportunity
for the last word. Once again, Please, I truly encourage you, Thom and all who
post on forums such as this, to check your accuracy of the intended message.
So, it appears you are ducking out on your ground school homework assignment. The
subject matter correct and proper endorsements along with proper communications
are vitally important. The Flight Instructor Sport rating is very restrictive
in nature and completely limited to the arena of Sport Pilots and the aircraft
they may be certified to operate. The simple facts are I can give you ground
school, however, your limited rating of Flight Instructor Sport prevents
you from giving ground instruction to a Recreational Pilot and above, exercising
the privileges of their certificates.
Your assessment of The Letter of Deviation Authority LODA is completely speculative
as stated. The LODA for your edification is the answer to the many individual
Letters of Deviation that were assigned to the many aviation organizations,
such as the EAA, the PRA and the numinous Ultra-light groups and organizations
that had certified BFIs and AFIs as part of their exemptions to conduct flight
training. The FAA in the latter part of 2007 canceled all Letters of Exemption
and all BFIs and AFIs no longer existed after January 31, 2008.
Thom, again your evaluation of the LODA strictly for Rotorcraft Gyroplanes is uninformed
and erroneous; also it would be gratifying if Mr. Chuckles from the
FAA was identified. If you so choose to discuss the world of Rotorcraft Gyroplanes,
as a rated Certified Flight Instructor Rotorcraft Gyroplane I will be more
than happy to bring you up to speed, however, your personal assessment of the
process of the LODA is completely off the mark of authenticity.
Thom, obviously you have no understanding of the path to achieving the LODA.
The path is simple, somewhat time consuming, however, extremely rewarding with
the achievement of your very own personal FAA Letter of Deviation Authority. It
opens the door for flight Instruction for compensation to the CFI that is willing
to procure The Letter of Deviation Authority.
Thom I would have more respect for you, if you had the ability to simply admit
the Truth that you were incorrect from the start and continued to be in error
from your very first post until the last. And, yes, you can feed your ego with
stories of Mr. Chuckles the FAA guy with no name and basically attempted to spin
the subject to save face.
All of my posts were direct; they also included Good morning as well as Good afternoon
and concluded with thank you and sincerely.
You, however, choose, Herr Schmidt, but you are mis-informed, Apologies accepted,
not to mention, The tone of your unfounded, unwarranted, unnecessary, unkind,
and unappreciated remarks was condescending and arrogant, and of course your
eloquent last words you pompous ass
Yes, Thom, I truly understand your persona, when the Truth fails you attack every
thing other than the subject. Good Luck and thanks for your exercise in futility.
Sincerely,
John T. Schmidt, CFI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8561#208561
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Subject: | Re: LSA (Was Airport Attitudes) |
At 10:07 AM 10/13/2008, pj.ladd wrote:
>Wedo not have anything as totally deregulated as your Experimental class
>but certainly there are no regs requiring a microlight to be foot launched....
>There are no unregistered a/c with engines in the UK except PPG`sand all
>are subject to an annual C of A...
Perhaps I got it wrong. In a UK printed book on paramotoring I have, they
speak of the "foot launch exemption" applying to PPG's (and, presumably,
PG, HG, and PHG), and said that if you add wheels to your PPG as is
commonly done in the US, it would no longer qualify for the exemption. Do
even foot launched aircraft require a C of A?
I was aware that your microlight category required registration, etc.
-Dana
--
Do YOU trust a government that won't obey it's OWN LAWS?
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Subject: | Re: Looking to buy |
Gentlemen: Getting back to the topic, I have received a number of positive leads
in my quest for that extra Xtra. I have contacted all leads. And, a very big
thanks for all the information that was sent my way and please keep them coming.
Sincerely,
John T. Schmidt, CFI
:D :D :D :D :D :D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8567#208567
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Subject: | Re: CT MKIII crash |
Dana, Looks like we should all have some sort of a gascolator built into ou
r-aircraft- especially now that most of us are not counting micro-ounce
s to make 254lbs .-Although I will admit I never had that problem till No
rm and I did ,but I was a nut about the fuel quality ,but-that is not a l
uxury we always have so a possibly wet can of fuel sent through a gascolate
r then a fresh fuel line filter which you carry onboard would be far supior
to no fuel in the morn. It was after all Water and Bugs that killed Norm
- and left me disabled Firefly pilot to be!-- Chris =0A=0A=0A=0A-----
Original Message ----=0AFrom: Dana Hague <d-m-hague@comcast.net>=0ATo: kol
b-list@matronics.com=0ASent: Sunday, October 12, 2008 8:55:33 PM=0ASubject:
<d-m-hague@comcast.net>=0A=0ALooks like the MKIII crash last month in CT (
prelimnary report at =0Ahttp://tinyurl.com/4cv3pq ) may have been caused by
water in the fuel, at =0Aleast the investigator said there was water in th
e fuel line.- AFAIK the =0Aplane had no gascolator, no means to inspect o
r drain out water.=0A=0APilot is home, leg healing nicely but still needing
major reconstruction of =0Athe shattered ankle.- Passenger should be hom
e soon, but with a long period =0Aof taking it easy as the cracked (3 place
s) pelvis heals.- Both are looking =0Aforward to flying again though the
passenger says he'll stick to his =0Agyrocopter!=0A=0A-Dana=0A--=0A- Lott
===================0A=0A=0A
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Subject: | Re: Looking to buy |
At 04:59 PM 10/13/2008, you wrote:
>Oh Great!
>
>Another List DH!
>
>Do Not Archive
>Please, gentlemenm, as a matter correct
>and proper endorsements along
>The Letter of Deviation Authority LODA
>is completely speculative as stated.
>The LODA for your as a rated
>Certified the LODA is
>completely LODA.Deviation Authority.
That's just my opinion though.
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Subject: | Re: Looking to buy |
Must be one of those voice generated thingey's
----- Original Message -----
From: "possums" <possums@bellsouth.net>
Sent: Monday, October 13, 2008 7:01 PM
Subject: Re: Kolb-List: Re: Looking to buy
>
> At 04:59 PM 10/13/2008, you wrote:
>>Oh Great!
>>
>>Another List DH!
>>
>>Do Not Archive
>
>
>>Please?, gentlemenm, as a matter ?ocorrect
>>and proper endorsements? along
>>The Letter of Deviation Authority ?oLODA?
>>is completely speculative as stated.
>>The ?oLODA? for your as a rated
>>?oCertified the ?LODA? is
>>completely ?oLODA?.Deviation Authority?.
> That's just my opinion though.
>
>
>
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Subject: | Re: HKs Twinstar with vg's |
Mike B:
Terribly sorry, but I do not experience what you describe below in my
mkIII or any other model Kolb.
My mkIII breaks at 30 mph IAS in ground effect. It has flown as slow as
other mkIII's with VG's installed on them.
Guess I am still satisfied with the way my mkIII flies and don't have a
need for VG's. I have demonstrated over the years, miles and hours, my
mkIII is safe to fly, as is, in many different and varied weather and
geographic conditions. If it was unsafe, I would surely run right out
and buy a set of VG's for her.
PS: Using Larry Cottrell's email. Makes it a lot faster for me to read
and reply to messages this way, rather than using web mail.
Take care,
john hauck
mkIII
Rock House, Jordan Valley, Oregon
PSS: Many of us have no qualms landing in fields, with or without
power. Some of us fly out of cow pastures. These are our home bases.
I have been flying out of a cow pasture for 24 years. When one flies
out of 3, 4, and 5 thousand ft paved airports, one finds it difficult to
land in small fields. Good idea to get as much experience as possible
landing out. Never know when you might need to land in a field and wait
out weather. That's much better than deviating 70 miles to the nearest
airport with good weather.
Adding VG's to your Kolb is the single most important thing you can
do to increase its slow flight performance and SAFETY. If your engine
quits and you are going to put it in down in a field, would you rather
touch down at 40 MPH or 30 MPH, would you rather have a mushy approach
at 50 MPH, or have your Kolb fly rock solid at 40 MPH with no mushing
and full aileron authority ???
Mike
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Subject: | Letter of Deviation Authority |
From: http://www.faa.gov/news/aviation_news/2008/media/marapr2008.pdf
FAA Notice 8900.15, available on the FAA Internet Web site, www.faa.gov,
explains the process. The notice states, in part:
"Training deviations will be issued only for training that cannot be
conducted in aircraft holding standard airworthiness certificates. Training
such as aerobatics, tail wheel transition, or high performance/complex
transition can be conducted in aircraft holding standard airworthiness
certificates and are therefore not acceptable. Acceptable training is:
(1) Experimental aircraft specific make and model initial training.
(2) Experimental aircraft specific make and model recurrent training.
(3) Jet unusual attitude and upset training.
(4) Aircraft specific instrument competence training.
(5) Experimental aircraft specific make and model flight review training.
(6) Experimental aircraft specific make and model formation training.
(7) Other specific training approved by the General Aviation and Commercial
Division, AFS-800" [Editor's Note: Flight Standards Service, Washington
Headquarters]
From:
http://www.faa.gov/about/office_org/field_offices/fsdo/dsm/local_more/newsletter/media/winter2008.pdf
Experimental aircraft owners who wish to allow
their aircraft to be "hired" for flight training will
need to contact the Operations Supervisor at their
local FSDO and apply for an Experimental Aircraft
Flight Training Letter of Deviation as outlined in
FAA Notice N 8900.15. Once that letter is issued,
the aircraft owner may receive compensation for the
flight training use of the aircraft. Remember that the
Letter of Deviation is only required if the owner of
the aircraft wishes to rent his experimental aircraft
to others for transition training. A pilot may receive
flight instruction in his own aircraft (once the initial
flight test period is complete) without specific
authorization. Also, a person may allow others to
use their experimental aircraft for flight training at
any time so long as no fee is charged for the use of
the aircraft.
Rick
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Subject: | Re: HKs Twinstar with vg's |
Rick N:
I use those also.
Work good.
john h
mkIII
hauck's holler remote, SE Oregon
I had my tail wheel springs come off a few times. When I switched to
compression springs I installed some "connector links" they are built
like
safety rings so they can't disconnect. I found them at Aircraft Spruce
part
number 06-15400 page 250 in the current catalog.
Rick Neilsen
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Subject: | Re: Alternative Tail Wheel Steering System |
Mike B:
I use compression springs also.
Wouldn't leave home without them.
john h
mkIII
Compression Springs also make tail wheel steering much more positive
and precise. The centering actions of properly set up compression
springs is much better than two springs in tension. I made the
conversion on my MK III Xtra and it makes a huge difference in the way
the plane handles on the ground.
Mike
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Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
Mike B:
Normal fuel burn with a 912uls and a mkIIIx is 5 gph at 5000 rpm. That
is under cross country conditions.
Diddling around the patch one can cut fuel burn in half.
john h
mkIII
Attached are some pictures I took last week on an evening flight
around South Florida in my Kolb MK III Xtra. Flight time was 2 hours
and I burned about 7 gallons of gas.
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Subject: | Re: CT MKIII crash |
A gascolator is a VERY good idea in any airplane, even an ultralight. In almost
all water contamination cases, the gascolator will hold any water that may have
gotten into your fuel until you land, and you will be able to catch it before
it causes an engine failure. It would take a huge amount of water in the
fuel to fill up a standard gascolator, and be sent on to the carbs. When I drain
the gascolator, I can easily detect even the smallest amount of water, which
would make me investigate where the water came from before I flew anymore...
With a gascolator, water is just never going to make it into your carbs unless
you are pouring large amounts of water into your tanks, in which case nothing
will save you....
I have been been advising people to put in aircraft quality fuel components and
fuel systems of accepted aircraft design in their Kolbs for a while now on this
list. The weight gain is negligible for the extra safety and reliability it
provides. There are always a few people here that are just to good to take
advice from someone that is not popular here on this list, and that kind of grade
school mentality is what gets people hurt. Aviation does not care who you
or who your fiends are, if you make mistakes, you will likely get hurt or die.
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 8603#208603
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|
http://www.youtube.com/watch?v=S__jqr3_4FI
Did anyone see Crystal's video scaring the family by forcing them to take a ride
in the Cessna with her? Poor Mom and Dad [Wink]
I enjoyed your video! Looks like the family enjoyed the flying as well.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p 8604#208604
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Subject: | Re: Pictures !!! Flying a Kolb Around South Florida... |
Hi John,
When I am alone, the Kolb climbs like a Rocket :) My time in climb with the
engine at full throttle is very very short. Once at altitude, and on a cross
country, I cruise at 4200 - 4300 RPM which gives me 3.5 GPH burn at 70 MPH, more
or less. I have my prop pitched for cruise with 5200 RPM at full power climb
at 60 MPH. I don't have a fuel flow Gage, but a two hour cross country when
I am alone takes just under 7 gallons to fill it back up.
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 8605#208605
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Subject: | Re: Nasa info on Vgs |
John Hauck is putting them on his MkIII tonight with a flashlight in
one hand.
One of these days they will discover that shag carpeting will do
wonders on the wing tops.
BB
On 13, Oct 2008, at 3:18 PM, grantr wrote:
> <grant_richardson25@yahoo.com>
>
> http://www.nasa.gov/centers/langley/news/factsheets/Micro-VG.html
>
> I though this was interesting. They are putting them on the flaps/
> ailerons in these test.
>
> Has anyone tried them there on a kolb?
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p 8549#208549
>
>
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Subject: | Re: CT MKIII crash |
Hi Chris D:
I have encountered the same problem with my Kolbs over the years. If I
make a concerted effort to check the float bowls at least once a month,
I have no problem. All it takes is a small drop of water to get the
corrosion started in the "pot metal" float bowls. Then a little speck
of trash gets over the main jet well fence, lodges in the main jet, and
its forced landing time.
I have a home made gascolator that works well. If I drain fuel each day
I fly, I do not have a water problem.
The two engine failures I experienced in the past 2,500+ 912 hours was
caused by fuel contamination. Both times getting fuel from a reliable
source, I thought.
Take care,
john h
mkIII
It was after all Water and Bugs that killed Norm and left me
disabled Firefly pilot to be! Chris
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Subject: | Re: CT MKIII crash |
Mike B:
Haven't found it necessary to use aircraft quality fuel components and
fuel systems designed for aircraft. What I do use is cheap, reliable,
and has been proven over many thousands of hours.
The two engine failures I experienced be cause of fuel contamination
could have been prevented very easily. However, due to pilot error, I
did not check the fuel prior to takeoff in both cases. These forced
landings were my fault.
john h
mkIII
I have been been advising people to put in aircraft quality fuel
components and fuel systems of accepted aircraft design in their Kolbs
for a while now on this list. The weight gain is negligible for the
extra safety and reliability it provides. There are always a few people
here that are just to good to take advice from someone that is not
popular here on this list, and that kind of grade school mentality is
what gets people hurt. Aviation does not care who you or who your
fiends are, if you make mistakes, you will likely get hurt or die.
Mike
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Subject: | Re: Nasa info on Vgs |
Bob B:
Not true.
I have to put new carpeting in the old lake cabin before I put it on the
Kolb. ;-)
john h
mkIII
John Hauck is putting them on his MkIII tonight with a flashlight in
one hand.
One of these days they will discover that shag carpeting will do
wonders on the wing tops.
BB
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Subject: | Re: CT MKIII crash |
At 05:45 PM 10/13/2008, chris davis wrote:
>Dana, Looks like we should all have some sort of a gascolator built into
>our aircraft especially now that most of us are not counting micro-ounces
>to make 254lbs...
Some may recall that I started a thread a year or so ago about trying to
find a suitable gascolator. Modern aircraft units are too heavy (I'm one
of the ounce counters) and expensive and the cheap tractor ones are too,
well, cheap, and have no drain provision without removing the bowl. What I
really want is the clear glass tube type with drain like I had on my
T-Craft, but nobody seems to make such a thing any more.
I settled for a loop of clear fuel line (sorry John) at the lowest point in
combination with the clear glass inline filter. No drain provision, but I
can see if there's anything there... so far nothing. I also always do a
full power runup and wait 'til the EGT stabilizes before the first flight
of every day and after each refueling.
But I'm still looking for that perfect gascolator.
-Dana
--
Help Wanted: Telepath. You know where to apply.
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Subject: | Re: CT MKIII crash |
At 04:45 PM 10/13/08 -0700, you wrote:
>
>A gascolator is a VERY good idea in any airplane, even an ultralight.
........................
>
The weight gain is negligible for the extra safety and reliability it
provides. There are always a few people here that are just to good to take
advice from someone that is not popular here on this list, and that kind of
grade school mentality is what gets people hurt. Aviation does not care who
you or who your fiends are, if you make mistakes, you will likely get hurt
or die.
>
Mike,
If one does not draw fuel from the bottom of the tank and follows good
refueling practices, there is no need for a gascolator on a FireFly. Weight
is always a problem with an ultralight.
Why not just state your point and leave off the flogging of individuals who
you know are not going to follow your advice. Your information is not
unpopular but delivery is some what rough. I am sure grade school people
appreciate your humor and will accept all blame for ill advice. All of us
make mistakes all the time. For many of us that is how we learn.
Fortunately I am still around and continue to make mistakes. The last one
is probably in the responding to this email.
Please lighten up be kind to yourself.
Jack B. Hart FF004
Winchester, IN
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Subject: | Re: CT MKIII crash |
Dana:
I put a "T" in the bottom of my fuel line loop. Dropped another line
off the bottom. Then installed a $3.00 Briggs and Stratton plastic fuel
shut off valve. Works great.
john h
mkIII
I settled for a loop of clear fuel line (sorry John) at the lowest
point in
combination with the clear glass inline filter. No drain provision,
but I
can see if there's anything there... so far nothing.
-Dana
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Subject: | Re: CT MKIII crash |
Jack H:
I agree with you 100%, as far as your Fire Fly is concerned.
For all other aircraft, especially the ones I fly, I want a gascolator.
I draw fuel from the lowest point of my fuel tank. The reason, so I can
get every drop out of there if necessary.
I also use clean fuel, and the homemade gascolator and filter should
take care of what I miss, unless I duplicate my two serious fueling
mistakes I mentioned in an earlier message. As long as I take a fuel
sample after fueling, I will know if it is good to go or not.
A fuel sample should be taken in a clear glass jar. That is the way I
was taught in Army Rotary Wing Flight Training 40 years ago. It still
works well today.
Take care,
john h
mklIII
If one does not draw fuel from the bottom of the tank and follows
good
refueling practices, there is no need for a gascolator on a FireFly.
Weight
is always a problem with an ultralight.
Jack B. Hart FF004
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Subject: | Redrive VW powered MKIIIC Video |
For the first time I tried to video my airplane. There is alot more to
it than I figured. I used the seat belt to lash a tripod with the video
camera on it in the passenger seat. The vibrations are more amplified
than than I notice in the cockpit. I wonder if there are any utilities
that can stabilize the video.
The end of my runway is narrow so I go slowly through that section and
add power slowly till I get in the open. I climb at 3500 RPM and power
back to 3200 RPM for cruise. The video doesn't do justice to how much I
cut back power for cruise.
Check out the video on Utube
http://www.youtube.com/watch?v-kMl_yvqo0
Rick Neilsen
Redrive VW powered MKIIIC
Message 40
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Subject: | Re: CT MKIII crash |
Dana/All
Great Plains Aircraft sells a gascolator that is light has a drain port and
is $29.95 or was a few years ago. I purchased a Curtis fuel quick drain
valve for mine. The gascolator is located at the low point of the fuel
system with the drain valve sticking out the side of the fuselage cage. I
sump my fuel system before each flight of the day and after each fueling.
There are a number of things like this that are normal for GA aircraft. They
have learned the value of gascolators, boost pumps, etc that greatly
increase safety. Nothing smart on my part just things that I got used to
having in a aircraft I fly.
Rick Neilsen
Redrive VW powered MKIIIC
----- Original Message -----
From: "Dana Hague" <d-m-hague@comcast.net>
Sent: Monday, October 13, 2008 8:32 PM
Subject: Re: Kolb-List: CT MKIII crash
>
> At 05:45 PM 10/13/2008, chris davis wrote:
>>Dana, Looks like we should all have some sort of a gascolator built into
>>our aircraft especially now that most of us are not counting micro-ounces
>>to make 254lbs...
>
> Some may recall that I started a thread a year or so ago about trying to
> find a suitable gascolator. Modern aircraft units are too heavy (I'm one
> of the ounce counters) and expensive and the cheap tractor ones are too,
> well, cheap, and have no drain provision without removing the bowl. What
> I really want is the clear glass tube type with drain like I had on my
> T-Craft, but nobody seems to make such a thing any more.
>
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