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)
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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..
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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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Subject: | Re: Training Firestar |
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
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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
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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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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
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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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Subject: | Re: Training Firestar |
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
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Subject: | Re: Training Firestar |
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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Subject: | Re: Training Firestar |
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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Subject: | Re: Training Firestar |
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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Subject: | Re: Training Firestar |
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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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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