Today's Message Index:
----------------------
1. 06:56 AM - Re: Re: Instructing in a Kolb (Richard Girard)
2. 08:10 AM - Re: Re: Instructing in a Kolb (Dana Hague)
3. 08:20 AM - Re: Earnest Kellogg Gann (Jack B. Hart)
4. 09:11 AM - Re: Re: Instructing in a Kolb (Robert Laird)
5. 01:27 PM - Re: HKS flight (Dave Bigelow)
6. 04:10 PM - Re: Building a trailer/maybe some ideas... (Don G)
7. 07:35 PM - Pressurized motors (dale whelan)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Instructing in a Kolb |
I thought Thom Riddle and I had covered this thoroughly, but..........To
keep it short, LODA's are issued when training requirements cannot be
satisfied by any other aircraft. They are not issued for primary flight
training. They are not issued for things like tailwheel ratings. This is
covered in a couple of FAA docs that should be referenced in the archives.
The
classic example of an aircraft that would qualify for an LODA is a canard o
f
the Varieze / LongEZ ilk. There is no production TC aircraft that can be
substituted for it so it qualifies.
Rick
On Sat, Jan 10, 2009 at 7:51 PM, Dana Hague <d-m-hague@comcast.net> wrote:
>
> Continuing the discussion, here's something interesting:
>
> =A7 91.319 Aircraft having experimental certificates: Operating
> limitations.
> (a) No person may operate an aircraft that has an experimental certificat
e=97
> (1) For other than the purpose for which the certificate was issued; or
> (2) Carrying persons or property for compensation or hire.
>
> BUT...
>
> =A7 91.319(h) The FAA may issue deviation authority providing relief from
the
> provisions of paragraph (a) of this section for the purpose of conducting
> flight training. The FAA will issue this deviation authority as a letter
of
> deviation authority.
> (1) The FAA may cancel or amend a letter of deviation authority at any
> time.
> (2) An applicant must submit a request for deviation authority to the FAA
> at least 60 days before the date of intended operations. A request for
> deviation authority must contain a complete description of the proposed
> operation and justification that establishes a level of safety equivalent
to
> that provided under the regulations for the deviation requested.
>
> The fact that the FAA has put such specific language into the regs would
> indicate that they expect to issue such deviation authority, or that they
> realized there will be a lack of "ultralight like" SLSA's. I wonder if a
> former BFI with a SP or PP certificate might be able to convince the FAA
> that his request "establishes a level of safety equivalent to that provid
ed
> under the regulations"?
>
> This is separate from the provision that allows training in converted
> E-LSA's until January 31, 2010, and could apply to ALL experimental
> aircraft, including E-LSA, E-AB and E-exhibition, so it could apply to
> converted fat ultralights, homebuilts, and even warbirds.
>
> -Dana
> --
> Roses are red,
> Violets are blue,
> I'm wasting much too much time on the internet,
> and probably, so are you.
>
>
===========
===========
===========
===========
>
>
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Instructing in a Kolb |
At 09:55 AM 1/11/2009, Richard Girard wrote:
>I thought Thom Riddle and I had covered this thoroughly, but..........To
>keep it short, LODA's are issued when training requirements cannot be
>satisfied by any other aircraft. They are not issued for primary flight
>training...
That makes sense, and I'm sure it's the intent, but the way it's written
seems to leave it open. If the FAA gets alarmed by a repeat of history and
rising UL accident rate due to the termination of the 103 exemptions, it
gives them an "out" and a way to allow training without "rulemaking by
exemption" which they're not supposed to do.
Of course, that assumes intelligence on the part of politicians and
bureaucrats... never a safe assumption.
-Dana
--
A goverment that fears arms in the hands of it people should also fear ROPE!
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Earnest Kellogg Gann |
Had to get it by interlibrary loan - FATE IS THE HUNTER. It made for a good
read as yesterday was an in house snow & ice day. I am looking forward to
reading more of his books.
Jack B. Hart FF007
Winchester, IN
At 01:25 PM 12/16/08 -0500, you wrote:
>
>Pat:
>It is Earnest Kellogg Gann...
>
>Fate is the Hunter, Island in the Sky, Band of Brothers, In The Company of
>Eagles, The High and the Mighty,
>etc.
>
>Fate is the Hunter is widely regarded as probably the finest aviation book
>ever written...
>
>Regards,
>beauford
>FF-076
>Brandon, FL
>Do Not Archive
>
>
>
>> Incidentally if you have never come across Ganns books I think his
>> initials are D.W and there was at least one film derived from one
>> of his stories. Well worth reading.
>>
>> Merry Christmas
>>
>> Pat
>>
>
>
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Instructing in a Kolb |
I think the LODA is primarily used by the gyrocopter community, since
there are no manufacturers of certified gyros. All are either E-AB or
gE-LSA, so instructors get a LODA so they can train. Since there are
S-LSA fixed wing aircraft, I don't think you'll ever see the FAA
issuing a LODA for fixed wing E-AB or gE-LSA.
On Sun, Jan 11, 2009 at 10:05 AM, Dana Hague <d-m-hague@comcast.net> wrote:
> At 09:55 AM 1/11/2009, Richard Girard wrote:
>
> I thought Thom Riddle and I had covered this thoroughly, but..........To
> keep it short, LODA's are issued when training requirements cannot be
> satisfied by any other aircraft. They are not issued for primary flight
> training
>
> ...
>
> That makes sense, and I'm sure it's the intent, but the way it's written
> seems to leave it open. If the FAA gets alarmed by a repeat of history and
> rising UL accident rate due to the termination of the 103 exemptions, it
> gives them an "out" and a way to allow training without "rulemaking by
> exemption" which they're not supposed to do.
>
> Of course, that assumes intelligence on the part of politicians and
> bureaucrats... never a safe assumption.
>
> -Dana
>
>
> --
> A goverment that fears arms in the hands of it people should also fear
> ROPE!
>
>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
Congratulations on a successful conversion, Larry. I really like my HKS Firestar.
The HKS TBO was recently raised to 1,000 hours. When you consider that,
plus the lower fuel consumption, the HKS is actually cheaper over the long haul
than the Rotax 503.
We have the ethanol problem here in Hawaii too. The legislature passed a "shotgun"
law that all gas (other than avgas) sold in the State must have 10% ethanol.
About six months after the change, complaints that engines were being ruined
started rolling in. It was particularly bad in the marine industry. The alcohol
ate up the resin in fiberglass fuel tanks over time, and glass particles
ended up in fuel filters, carbs, injection units, and engines.
They eventually allowed gas without ethanol to be sold at marinas. The oil companies
supply the marinas with 91 octane autogas without the ethanol, which results
in gas of 89 octane. The 10% ethanol will normally raise the octane of
89 octane pure gas to 91 octane E10.
I've been running my HKS with 3 gallons of 89 octane E0 mixed with 1 gallon of
100/130 avgas. Seems to work well, and I've had no lead issues so far. I do
change the oil every 50 hours.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=224095#224095
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Building a trailer/maybe some ideas... |
Dave....
I sure like that trailer/hangar....a really great Idea!..
Mighty Good looking Bird you have in there too!
--------
Don G.
Central Illinois
Kitfox IV Speedster
Luscombe 8A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=224117#224117
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Pressurized motors |
Actually, my Gran Prix bike is equipped with a Westburg dual trace EGT and I look
at it while racing and tuning. Some people also use an oxygen senson which
has a few of its' own problems.
I also use a dynomometer to reveal the EGT number that generates the most power
and duplicate that at the track because the bike has different tuning requirements
on the track than in a room.
Some things I have learned about EGTs. They are a tool, not the bible, a bit
like a dynomometer. Drops in compression, retarding ignition timing, reduced barometric
pressure, and increases in fuel octane can all result in elevated EGTs.
It is not just lean jetting that will raise EGT.
The lean condition I was warning about is not from the increase in air density,
it is from the decrease of vacuum in the venturi.
While I did not study you project (I just looked at a picture) I saw limitations
and thought I might be able to help success and avoid a failure.
I was trying to insinuate that you did not know about jetting. I have learned a
lot about tuning two stroke engines from making the kind of mistakes that I don't
want to make in a plane.
Here is something to consider even if it is a bit incomplete. My Rotax 503 makes
a claimed 52 HP @ about 6,500 RPM. My 1995 Yamaha TZ250 was delived to me making
68 HP. With mostly basic tuning and a few modifications the bike produced
86 horsepoer @ 12,200 RPM. Having the jetting off by 1 size can reduce peak power
by over 2 horsepower. The jetting on this bike may need to be changed several
times per day, and is. This is why I made the comment about becoming a jetting
expert. I have found more flyers understand air density than do bikers,
I have also found that bikers often understand motors better than flyers. Hopefully
I have not offended anyone, I aplologize if I have. If anyone finds themselves
offended after my apology, I sugest you see a mental health official, get
a pill, and fly only things requiring no medical.
Dale
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|