Kolb-List Digest Archive

Wed 09/25/13


Total Messages Posted: 13



Today's Message Index:
----------------------
 
     1. 02:39 AM - Re: Re: Training Firestar (Pat Ladd)
     2. 02:58 AM - Re: Re: New Firefly Video (Pat Ladd)
     3. 04:35 AM - Re: Training Firestar (Thom Riddle)
     4. 06:20 AM - Re: Kolb-List Digest: 4 Msgs - 09/24/13 (Bob Green)
     5. 07:52 AM - SCDI ignition question (David Kulp)
     6. 08:18 AM - Re: SCDI ignition question (John Hauck)
     7. 08:20 AM - Re: SCDI ignition question (herb)
     8. 09:40 AM - Re: Training Firestar (Larlaeb)
     9. 09:44 AM - Re: Training Firestar (Larlaeb)
    10. 09:45 AM - Re: Training Firestar (Larlaeb)
    11. 10:10 AM - Re: Re: Training Firestar (james.vanlaak@gmail.com)
    12. 12:27 PM - Re: Re: Training Firestar (Martin Koxxy)
    13. 06:34 PM - Re: SCDI ignition question (David Kulp)
 
 
 


Message 1


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    Time: 02:39:15 AM PST US
    From: "Pat Ladd" <pj.ladd@btinternet.com>
    Subject: Re: Training Firestar
    So how did the majority of you train or transition to the Kolb?>> Short answer. Carefully! You will get plenty of advice from the list but the main thing to remember is that because of the low weight of the Firestar THERE IS LITTLE INERTIA. When you close the throttle the plane will almost stop. Therefore when you ease the throttle closed be ready to maintain flying speed by getting your nose down. When you close the throttle on the approach or at the flare be within inches of the ground, Not feet. You have a lot of fun to come. Happy Days Pat..


    Message 2


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    Time: 02:58:08 AM PST US
    From: "Pat Ladd" <pj.ladd@btinternet.com>
    Subject: Re: New Firefly Video
    What was you stall speed with and without V.G.'s?>> Hi, Sorry, flew the Xtra by the seat of my pants for so long and now not flying at all I have forgotten the actual figure but the VG`s made at least 5 knots difference.# Remember these are not MY figures but the figures produced by testing by the authorities. Without the VG`s the Xtra would not have been cleared in the UK as a microlight. Microlight is our nearest approximation to your ultralight category Slightly more controlled than you but the upside is that microlights are treated in the same way as `normal` a/c and can fly under the same rules at any height and any speed. Only VFR but there is some talk of relaxing that for flight at night in the case of suitably equipped machines. Cheers Pat.


    Message 3


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    Time: 04:35:54 AM PST US
    Subject: Re: Training Firestar
    From: "Thom Riddle" <riddletr@gmail.com>
    Pat is correct about low inertia being the big difference. That said, the Champ is a pretty good airplane to train in for flying a Kolb. However, the Champ with instructor and pilot weighs a good bit more than a Kolb solo. One big difference in the Kolbs and a Champ, also due to the weight difference, is the acceleration during take-off roll. In a Kolb, going easy on throttle changes, both increasing and decreasing, is important and will become very natural to you in short order. My private pilot flight training was in 1966 in a Cessna 150, $7/hr wet for the airplane and $4/hr for the instructor. Got my tailwheel training shortly afterwards in a PA-11. For a long time pilot who has flown pre-war designed airplanes, the transition to a Kolb is easy. For newbies, just be careful with the throttle and keep your airspeed where it belongs, as Pat said. -------- Thom Riddle Buffalo, NY (9G0) Don't worry about old age... it doesn't last very long. - Anonymous Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409172#409172


    Message 4


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    Time: 06:20:15 AM PST US
    From: Bob Green <bgreen@bimi.org>
    Subject: RE: Kolb-List Digest: 4 Msgs - 09/24/13
    Greetings to the person starting their training in Ohio. The Aeronca will be very good school. Having begun in a 7AC in 1963 and transitioned to many additional aircraft, tail draggers and tricycle types I believe it will go along way in helping you prepare. The biggest difference when transitioning to a Kolb is the weight (Momentum or inertia) and drag. There are many Kolbers that have many hours in their planes that can give you pointers that will help you. Flying in a Kolb with someone is certainly a great idea. Bob MKIIIX


    Message 5


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    Time: 07:52:41 AM PST US
    From: David Kulp <undoctor@ptd.net>
    Subject: SCDI ignition question
    Good morning all, I have new plug caps and the boots for my 447 Rotax. I gently pulled on the cable to remove it from the SCDI component but it didn't easily unplug, so rather than damage a $500 item I'm throwing the question out to those who have performed this procedure. Would someone who knows please instruction me on how to both remove the caps from the cables and the cables from the SCDI? I'd appreciate it very much. Thanks in advance, Dave Kulp Bethlehem, PA FireFly 11DMK


    Message 6


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    Time: 08:18:32 AM PST US
    From: "John Hauck" <jhauck@elmore.rr.com>
    Subject: SCDI ignition question
    Would someone who knows please instruction me on how to both remove the caps from the cables and the cables from the SCDI? I'd appreciate it very much. Thanks in advance, Dave Kulp Dave K/Kolbers: If I remember correctly, the caps and modules are equipped with a threaded stud. Wire must be unscrewed. Right hand threads. john h mkIII Rock House, OR


    Message 7


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    Time: 08:20:03 AM PST US
    From: herb <herbgh@nctc.com>
    Subject: Re: SCDI ignition question
    Look inside the cable end of the new cap....you will notice that they unscrew...Should be the same for the Ignition module end...Herb On 09/25/2013 09:45 AM, David Kulp wrote: > > Good morning all, > > I have new plug caps and the boots for my 447 Rotax. I gently pulled > on the cable to remove it from the SCDI component but it didn't easily > unplug, so rather than damage a $500 item I'm throwing the question > out to those who have performed this procedure. Would someone who > knows please instruction me on how to both remove the caps from the > cables and the cables from the SCDI? I'd appreciate it very much. > > Thanks in advance, > > Dave Kulp > Bethlehem, PA > FireFly 11DMK > >


    Message 8


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    Time: 09:40:43 AM PST US
    Subject: Re: Training Firestar
    From: "Larlaeb" <larlaeb@gmail.com>
    I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409198#409198


    Message 9


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    Time: 09:44:43 AM PST US
    Subject: Re: Training Firestar
    From: "Larlaeb" <larlaeb@gmail.com>
    I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409199#409199


    Message 10


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    Time: 09:45:13 AM PST US
    Subject: Re: Training Firestar
    From: "Larlaeb" <larlaeb@gmail.com>
    I was in something of the same boat, moving from GA aircraft to the Kolb MKIII I had purchased although I'm sure the Firestar is a little different from what I have. I could not find anyone who could give me instruction in the Kolb so I was forced to train myself to make the transition. I read everything I could find here and elsewhere on flying and landing the Kolb and what the differences were. As has been stated here many times, the Kolb is a pretty easy and forgiving airplane to fly and land but it IS different and as has also already been mentioned, that difference is primarily one of low weight and drag meaning that the Kolb will slow down very fast once the power is pulled off. This means you cannot flair high and allow the plane to settle, you must flair very close to the ground. Don't expect ground effect to help you much. I'm sure it's there but practicing approach stalls at altitude I can't tell much difference in the time I have after leveling off before stall there and when I'm next to the ground. Although I've been accused of making a mountain out of a molehill, here is how I did it: 1. Sit in the airplane where you can see down the runway, not just once but several times to get a good feel for how high it sits and the perspective you have. 2. Taxi the airplane. Slowly at first and then when you feel good about it, fast enough to raise the tail and hold the plane on the ground. I did this for a couple of hours over several days until I felt I had the controls down well and could 'feel' the plane. 3. I did about 10 landings in a Cub the day before I flew the Kolb for the first time, mainly as a confidence builder. 4. Pick a good day with no wind or low wind down the runway. Check everything, go carefully, have a plan of what you are going to do. 5. I took off and climbed to 2500ft, staying close to the Airport and practiced maneuvering the plane. Doing some turns, checking behavior and different power settings. Practiced doing approach angles and holding approach speed. I practiced a couple of landing approaches leveling off at 1000' seeing how that felt. 6. I suggest leaving a little power on for your first few landings. This will make the plane act a little more like a GA plane in terms of momentum. I wouldn't use flaps (if you have them) until later either. 7. Land the plane, if the approach doesn't look right, go around. Watch airspeed, a little too much speed is better than too little, it will go away fast. Most of this is probably obvious and I'm sure there are other methods but I'm still alive and have around 250 landings in my Kolb so far this year, knock on wood. Hope that helps. Thanks, Allan Kolb MKIII N308JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=409201#409201


    Message 11


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    Time: 10:10:37 AM PST US
    Subject: Re: Training Firestar
    From: james.vanlaak@gmail.com
    I would add that these planes sit so flat they do not want to be stalled onto the ground. If you do a full stall landing the main gear will be a foot in the air and hit hard. Instead, fly them on like a sailplane and you will get a very nice landing. Start with a good approach speed for your airplane, hold a little power, and fly it on and it is as easy as pie. Then when you are comfortable with that you should do some power off as practice for a potential engine failure some day. On Wed, Sep 25, 2013 at 12:40 PM, Larlaeb <larlaeb@gmail.com> wrote: > > I was in something of the same boat, moving from GA aircraft to the Kolb > MKIII I had purchased although I'm sure the Firestar is a little different > from what I have. I could not find anyone who could give me instruction in > the Kolb so I was forced to train myself to make the transition. I read > everything I could find here and elsewhere on flying and landing the Kolb > and what the differences were. As has been stated here many times, the > Kolb is a pretty easy and forgiving airplane to fly and land but it IS > different and as has also already been mentioned, that difference is > primarily one of low weight and drag meaning that the Kolb will slow down > very fast once the power is pulled off. This means you cannot flair high > and allow the plane to settle, you must flair very close to the ground. > Don't expect ground effect to help you much. I'm sure it's there but > practicing approach stalls at altitude I can't tell much difference in the > time I have after leveling off before s! > tall there and when I'm next to the ground. Although I've been accused > of making a mountain out of a molehill, here is how I did it: > > 1. Sit in the airplane where you can see down the runway, not just once > but several times to get a good feel for how high it sits and the > perspective you have. > 2. Taxi the airplane. Slowly at first and then when you feel good about > it, fast enough to raise the tail and hold the plane on the ground. I did > this for a couple of hours over several days until I felt I had the > controls down well and could 'feel' the plane. > 3. I did about 10 landings in a Cub the day before I flew the Kolb for > the first time, mainly as a confidence builder. > 4. Pick a good day with no wind or low wind down the runway. Check > everything, go carefully, have a plan of what you are going to do. > 5. I took off and climbed to 2500ft, staying close to the Airport and > practiced maneuvering the plane. Doing some turns, checking behavior and > different power settings. Practiced doing approach angles and holding > approach speed. I practiced a couple of landing approaches leveling off > at 1000' seeing how that felt. > 6. I suggest leaving a little power on for your first few landings. This > will make the plane act a little more like a GA plane in terms of momentum. > I wouldn't use flaps (if you have them) until later either. > 7. Land the plane, if the approach doesn't look right, go around. Watch > airspeed, a little too much speed is better than too little, it will go > away fast. > > Most of this is probably obvious and I'm sure there are other methods but > I'm still alive and have around 250 landings in my Kolb so far this year, > knock on wood. Hope that helps. > > Thanks, > Allan > Kolb MKIII > N308JB > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=409198#409198 > >


    Message 12


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    Time: 12:27:58 PM PST US
    Subject: Re: Training Firestar
    From: Martin Koxxy <martinkoxxy@gmail.com>
    I decided to build an Earthstar eGull 2000, but am still lurking on this interesting forum. The purchase agreement with Mark Beierle includes 2 hours of transition training in his Odyssey, as well as him doing the first flight in my plane (which means, he will check it out extra carefully!). I will have to cover the cost for him to fly his Odyssey up to Oregon from his home base near San Luis Obispo. Before then, I plan to regain my "air legs" in a small rental here. It makes business sense for kit providers to do everything they can to avoid the bad press resulting from customers crashing on their first flight - even if it is caused by pilot error. Mark's willingness to put this into the contract also helped convince me that I was buying a well-proven kit from a reputable company. On Tue, Sep 24, 2013 at 8:05 PM, funnyb0nz <dan_eshman@hotmail.com> wrote: > > Well I started my training at Red Stewart Airfield in Waynesville, OH in a > champ. Cost for plane with fuel and instructor is close to 100. Per hour. > My question is how different will the Kolb be to fly than the champ? Wish I > knew someone near me with a 2seater Kolb to take me up. So how did the > majority of you train or transition to the Kolb? > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=409166#409166 > >


    Message 13


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    Time: 06:34:07 PM PST US
    From: David Kulp <undoctor@ptd.net>
    Subject: Re: SCDI ignition question
    Thanks, George, John and Herb, Done! When I read the caution about removing the cable from the CDI, I decided to undo the "package" of cables, etc. that Don made, which I wouldn't have had to do if I removed the cables from the CDI, remove the cap and replace the boot on the CDI, which rotted away, put on a new cap and re-do the cables, etc. I now have a spare boot and cap in case the other boot rots. The whole re-installation of the 447 turned out very nice. Hope it does as well in the air as it looks good on the ground! BTW, when I was online getting the torque values for the IVO, I came across the story of Ivo and his escape from behind the Iron Curtain. Very interesting! If you never read it Google it, it's a good read. Regards, Dave Kulp Bethlehem, PA FireFly 11DMK Do not archive On 9/25/2013 11:19 AM, herb wrote: > > Look inside the cable end of the new cap....you will notice that they > unscrew...Should be the same for the Ignition module end...Herb > > On 09/25/2013 09:45 AM, David Kulp wrote: >> >> Good morning all, >> >> I have new plug caps and the boots for my 447 Rotax. I gently pulled >> on the cable to remove it from the SCDI component but it didn't >> easily unplug, so rather than damage a $500 item I'm throwing the >> question out to those who have performed this procedure. Would >> someone who knows please instruction me on how to both remove the >> caps from the cables and the cables from the SCDI? I'd appreciate it >> very much. >> >> Thanks in advance, >> >> Dave Kulp >> Bethlehem, PA >> FireFly 11DMK >> >> >> >> >> > >




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