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2nd Flight!
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capt_riney(at)yahoo.com
Guest

Posted: Tue Apr 12, 2011 6:34 pm Post subject: 2nd Flight!

Made a second successful flight in my 582 powered Mark3 Classic today.  I used a friend's hyd  press to straighten the landing gear i bent on the first flight and per Steve Green's advice installed some air scoops on the twin radiators to improve cooling airflow.  it did the trick because the highest coolant temp I saw was 147F (OAT was about 60F). Next step is to install a trim tab on the rudder and tweak the left flap down a hair to compensate for slight left wing low (I fly from the left seat).   Any suggestions as to how big the trim tab should be?  Also I need to get book binding tape from Travis to gap seal the flaps and ailerons.  Stall speed clean was about 42 mph.



Mark Rinehart

N68MR



Sent from my iPad

Dennis Thate

Joined: 18 Nov 2010
Posts: 362

Posted: Wed Apr 13, 2011 1:35 pm Post subject: Re: 2nd Flight!

Just curious why such a concern on this forum about bending landing gear on Kolbs.  Is it a poor design ? ..or simply poor pilot technique.... stalling to high, versus the less stressful wheel landings. ? ?

_________________
Both optimists and pessimists contribute to our society. The optimist invents the airplane and the pessimist the parachute. ~Gil Stern

neilsenrm(at)gmail.com
Guest

Posted: Wed Apr 13, 2011 4:04 pm Post subject: 2nd Flight!

Dennis



It is defiantly poor pilot technique that causes bent landing gear. The worst offenders are GA pilots that used to the heavy iron that take time to slow down. Kolbs are very light high drag airplanes. I was a GA pilot and yes I have the bent gear to prove it. They slow down below stall speed very quickly. You need to fly them to within a few inches of the ground before you flare.   

 



Rick Neilsen

Redrive VW Powered MKIIIC



On Wed, Apr 13, 2011 at 5:35 PM, Dennis Thate <retroman(at)frontier.com (retroman(at)frontier.com)> wrote:

 [quote]--> Kolb-List message posted by: "Dennis Thate" <retroman(at)frontier.com (retroman(at)frontier.com)>

  

 Just curious why such a concern on this forum about bending landing gear on Kolbs.  Is it a poor design ? ..or simply poor pilot technique.... stalling to high, versus the less stressful wheel landings. ? ?

 

 --------

 Both optimists and pessimists contribute to our society.  The optimist invents the airplane and the pessimist the parachute.  ~Gil Stern

 

 

 Faith is believing what you know ain't so - Mark Twain

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=336864#336864

 

 

 

 

 

 

 

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 arget="_blank">http://www.matronics.com/Navigator?Kolb-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

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 [b]

Richard Pike

Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee

Posted: Wed Apr 13, 2011 5:51 pm Post subject: Re: 2nd Flight!

 	  capt_riney(at)yahoo.com wrote: 	
		  

<snip>

Next step is to install a trim tab on the rudder and tweak the left flap down a hair to compensate for slight left wing low (I fly from the left seat).   Any suggestions as to how big the trim tab should be?  Also I need to get book binding tape from Travis to gap seal the flaps and ailerons.  Stall speed clean was about 42 mph.



Mark Rinehart

N68MR



Sent from my iPad 	




Make yourself an adjustable trim tab, that way you won't have to be annoyed when carrying a passenger because it is no longer in trim.

http://www.bcchapel.org/pages/0003/pg6.htm



With VG's you ought to be able to get that stall down below 30.



Richard Pike

MKIII N420P (420ldPoops)

elleryweld(at)aol.com
Guest

Posted: Wed Apr 13, 2011 5:54 pm Post subject: 2nd Flight!

It is for sure Poor Pilot technique The Kolb airplanes are well built,  You can bend the Landing gear on about any airplane stalling it to high 

 

     Ellery Batchelder Jr.

 

 

 

   --

byoungplumbing(at)gmail.c
Guest

Posted: Wed Apr 13, 2011 8:10 pm Post subject: 2nd Flight!

tweak the left flap down a hair to compensate for slight left wing low 



Any suggestions as to how big the trim tab should be?  



 	  Quote: 	
		   Mark Rinehart


	


 	  Quote: 	
		  >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>

how much pressure is required on the stick?
	




boyd young mkiii

kolbaircraft

Joined: 17 Dec 2010
Posts: 48

Posted: Thu Apr 14, 2011 7:43 am Post subject: Re: 2nd Flight!

Dick Rahill likes the Aluminum gear on the Fire Star.



Travis

Kolb CO

Mike Welch

Joined: 13 Feb 2011
Posts: 272

Posted: Thu Apr 14, 2011 5:36 pm Post subject: 2nd Flight!

>Stall speed clean was about 42 mph.

 	  Quote: 	
		   

 Mark Rinehart

 N68MR


	


 Mark, and MkIII drivers,

  

   You say that the stall is 42 mph.  I'm curious.  It was/is my understanding that the MkIII stall

 was usually less than that....like somewhere around 30-35 (clean).  No??

  

   Could you clarify for me how you got the 42 mph number?  Was it your 'indicated airspeed', 

 or a GPS reading from several stall maneuvers, etc, etc.   Lastly, did you find out what your stall 

 speed is 'WITH' some flaps added?

  

 Thanks,

  

 Mike Welch

 MkIII  N212MN

 		 	   		    [quote][b]

Herb Graff

Joined: 21 Sep 2009
Posts: 12

Posted: Thu Apr 14, 2011 5:38 pm Post subject: 2nd Flight!

In case lowering the left flap isn't enough, it wasn't for me, the  following might be of use.

  

 Regarding the size of the trim tab, I suggest the following, as done on my  Mark III classic:

  

 - Find a suitable piece of aluminum, as thin as .016, about two feet long  and roughly six inches wide. 

  

 - At the edge of the long side, bend 2" by about 30 degrees. 

  

 - Tape, (yes tape it, it doesn't need to be with 600 MPH stuff), to the  underside of the right aileron, 

   letting  only the 2" protrude beyond the end of the  aileron.

  

 - The tab is to face down, to push the aileron up, to push the right  wing down, 

   to compensate for the heavy left wing.

  

 - Now you can test fly and see the results. If too much/too little. change  the tab. 

   Just don't leave the tape on too long, like weeks, for it may pull  the paint when removed.

  

 -  Once you're happy with results, the real fun starts, making a final  mount. 

 -  Center your tab to cover at least two "ribs". Mark precisely where  they are on the tab.

 -  Scallop your tab to form two fingers forward, for attachment to  those narrow "rib" tubes.

 -  Drill and cleco the tab to the rear spar of the aileron.  Approximately 2" spacing.

 -  Now, most precisely, mark the center line of the  "ribs"  at the end of the fingers. 

 -  Remove the tab and drill a 1/16" hole near the end of the fingers,  on that centerline!

 -  Deburr everything.

 -  Re-attach the tab with clecos and 

    check how precise those !/16" holes line up with the  centerline of the "ribs"

 -  If precise, now use the tab hole as a guide to drill a 1/16 hole  into that narrow #$%^& rib.

    One hole in each finger will do. 

 -  Use 1/16' rivets to attach the fingers, 1/8' rivets for the spar  portion.

  

 Go Fly, enjoy and fix the next thing, like maybe the rudder trim, or  longitudinal trim, or prop pitch, or...... 

  

 Herb Graff

  

 Kolb 246KY

  

  

  In a message dated 4/14/2011 12:10:49 A.M. Eastern Daylight Time,  byoungplumbing(at)gmail.com writes:

  	  Quote: 	
		  -->    Kolb-List message posted by: "b young"    <byoungplumbing(at)gmail.com>



tweak the left flap down a hair to    compensate for slight left wing low 



Any suggestions as to how big the    trim tab should be?  



 	  Quote: 	
		   Mark  Rinehart

	

	


 [quote][b]

gtaylor35918(at)roadrunne
Guest

Posted: Thu Apr 14, 2011 5:40 pm Post subject: 2nd Flight!

Kolbers,

       Last year about this time I bought a Firestar 1 for a really good

price, I thought. I wasn't thinking about registration when I bought it I

was looking at ultralight class. I have since talk to the FAA and have been

informed that the only way I can legally fly this plane is under part 103,

which I am trying to do, but I don't know if I can get it under the 254lbs.

It was never registered by previous owners that I know of so thats out, the

one thing that I suggested that the FAA thought would be do-able is to find

a registered firestar 1 that has a airworthiness certificate that has been

damaged and use my plane to rebuild it. The sad thing is mine is in good

flying shape now and I flew it about an hour and a half last summer. If

anyone knows about a firestar 1 that fits the bill for a reasonable price

please let me know. Meanwhile I am going to try to get in touch with

previous owners to see if it was ever registered.

Thanks Greg

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Thu Apr 14, 2011 6:08 pm Post subject: 2nd Flight!

Simpler, cheaper and faster. Go to McDonald's and get a couple of drinking straws. Get some clear packing tape, splurge, buy 3M, $3 at most. Place a single straw below the trailing edge of the right aileron at the outboard end. Fly. If it isn't enough, add second straw. See Wickerbill of Gurney Flap for an explanation of how it works. 



Rick Girard



On Thu, Apr 14, 2011 at 6:41 PM,  <HGRAFF(at)aol.com (HGRAFF(at)aol.com)> wrote:

 	  Quote: 	
		        In case lowering the left flap isn't enough, it wasn't for me, the  following might be of use.

  

 Regarding the size of the trim tab, I suggest the following, as done on my  Mark III classic:

  

 - Find a suitable piece of aluminum, as thin as .016, about two feet long  and roughly six inches wide. 

  

 - At the edge of the long side, bend 2" by about 30 degrees. 

  

 - Tape, (yes tape it, it doesn't need to be with 600 MPH stuff), to the  underside of the right aileron, 

   letting  only the 2" protrude beyond the end of the  aileron.

  

 - The tab is to face down, to push the aileron up, to push the right  wing down, 

   to compensate for the heavy left wing.

  

 - Now you can test fly and see the results. If too much/too little. change  the tab. 

   Just don't leave the tape on too long, like weeks, for it may pull  the paint when removed.

  

 -  Once you're happy with results, the real fun starts, making a final  mount. 

 -  Center your tab to cover at least two "ribs". Mark precisely where  they are on the tab.

 -  Scallop your tab to form two fingers forward, for attachment to  those narrow "rib" tubes.

 -  Drill and cleco the tab to the rear spar of the aileron.  Approximately 2" spacing.

 -  Now, most precisely, mark the center line of the  "ribs"  at the end of the fingers. 

 -  Remove the tab and drill a 1/16" hole near the end of the fingers,  on that centerline!

 -  Deburr everything.

 -  Re-attach the tab with clecos and 

    check how precise those !/16" holes line up with the  centerline of the "ribs"

 -  If precise, now use the tab hole as a guide to drill a 1/16 hole  into that narrow #$%^& rib.

    One hole in each finger will do. 

 -  Use 1/16' rivets to attach the fingers, 1/8' rivets for the spar  portion.

  

 Go Fly, enjoy and fix the next thing, like maybe the rudder trim, or  longitudinal trim, or prop pitch, or...... 

  

 Herb Graff

  

 Kolb 246KY

  

  

  In a message dated 4/14/2011 12:10:49 A.M. Eastern Daylight Time,  byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com) writes:

  	  Quote: 	
		  -->    Kolb-List message posted by: "b young"    <byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com)>



tweak the left flap down a hair to    compensate for slight left wing low 



Any suggestions as to how big the    trim tab should be?  



 	  Quote: 	
		   Mark  Rinehart

	

	


  	  Quote: 	
		  



get="_blank">http://www.matronics.com/Navigator?Kolb-List

tp://forums.matronics.com

_blank">http://www.matronics.com/contribution



	


	


-- 

Zulu Delta

Mk IIIC

Thanks, Homer GBYM

It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx



 

  [quote][b]

_________________
The smallest miracle right in front of you is enough to make you happy....

lcottrell

Joined: 29 May 2006
Posts: 1494
Location: Jordan Valley, Or

Posted: Thu Apr 14, 2011 7:18 pm Post subject: 2nd Flight!

All of this advice is good, but of course I didn't do it  that way for my Firestar. I merely cut a piece of lexan long enough to fit over  two ribs, put a bend in it, and rivet it onto the wing. Take it up in the air,  if it is too much, take a pair of tin snips and trim it, take it up again, and  keep trimming until it flies like you want it to hands off. The nice part about  lexan is that it takes on the color of the paint that it is attached to, and you  can see where to drill the holes. 

 Keep in mind that I am more goal oriented than some  others.

 Larry

  

 Note: If you forward this email, please delete the forwarding history,  which includes my email address.

 [quote]   ---

_________________
do not archive

Dana

Joined: 13 Dec 2007
Posts: 1047
Location: Connecticut, USA

Posted: Thu Apr 14, 2011 7:31 pm Post subject: 2nd Flight!

Greg,



 Many Firestars were never registered, but instead flown as ultralights whether or not they actually made the 254# limit, which I understand is just _barely_ possible if the plane has a 377 engine.  Probably most ultralights are over 254#, and nobody is checking... a few pounds overweight is a lot less obvious than two seats or a large gas tank.  Not suggesting any course of action, just telling what others have done...



 -Dana



 At 05:01 PM 4/15/2011, Gregor Taylor wrote:

  	  Quote: 	
		  --> Kolb-List message posted by: "Gregor Taylor" <gtaylor35918(at)roadrunner.com>



 Kolbers,

       Last year about this time I bought a Firestar 1 for a really good

 price, I thought. I wasn't thinking about registration when I bought it I

 was looking at ultralight class. I have since talk to the FAA and have been

 informed that the only way I can legally fly this plane is under part 103,

 which I am trying to do, but I don't know if I can get it under the 254lbs.

 It was never registered by previous owners that I know of so thats out, the

 one thing that I suggested that the FAA thought would be do-able is to find

 a registered firestar 1 that has a airworthiness certificate that has been

 damaged and use my plane to rebuild it. The sad thing is mine is in good

 flying shape now and I flew it about an hour and a half last summer. If

 anyone knows about a firestar 1 that fits the bill for a reasonable price

 please let me know. Meanwhile I am going to try to get in touch  with

 previous owners to see if it was ever registered. 	


 --

 Knowledge is knowing a tomato is a fruit. Wisdom is not putting it in a fruit salad.

    [quote][b]

Dana

Joined: 13 Dec 2007
Posts: 1047
Location: Connecticut, USA

Posted: Fri Apr 15, 2011 3:24 am Post subject: 2nd Flight!

At 10:59 PM 4/14/2011, Larry Cottrell wrote:

  	  Quote: 	
		  All of this advice is good, but of course I didn't do it that way for my Firestar. I merely cut a piece of lexan long enough to fit over two ribs, put a bend in it, and rivet it onto the wing. Take it up in the air, if it is too much, take a pair of tin snips and trim it, take it up again, and keep trimming until it flies like you want it to hands off. The nice part about lexan is that it takes on the color of the paint that it is attached to, and you can see where to drill the holes. 	


 I used thin aluminum (easier to bend) for my elevator trim tabs, but I used #4-40 button head screws instead of rivets to hold them on... I drilled and tapped the trailing edge and rib tubes.  I figured if the threads didn't hold in the thin aluminum tubing I could drill them out and use rivets, but it hasn't been necessary.



 I'm intrigued by the Gurney flap though; I might try that for a rudder trim.



 -Dana

 

 --

 Inflation is a result of legalized counterfeiting. 

    [quote][b]

neilsenrm(at)gmail.com
Guest

Posted: Fri Apr 15, 2011 6:03 am Post subject: 2nd Flight!

Mark



Call Travis at New Kolb and get one of their adjustable wing attachment fittings. You will be able to trim the the plane to fly level without having  flaps or ailerons fighting the wing for where it wants to go.

 



Rick Neilsen

Redrive VW Powered MKIIIC



On Thu, Apr 14, 2011 at 7:41 PM,  <HGRAFF(at)aol.com (HGRAFF(at)aol.com)> wrote:

 [quote]     In case lowering the left flap isn't enough, it wasn't for me, the  following might be of use.

  

 Regarding the size of the trim tab, I suggest the following, as done on my  Mark III classic:

  

 - Find a suitable piece of aluminum, as thin as .016, about two feet long  and roughly six inches wide. 

  

 - At the edge of the long side, bend 2" by about 30 degrees. 

  

 - Tape, (yes tape it, it doesn't need to be with 600 MPH stuff), to the  underside of the right aileron, 

   letting  only the 2" protrude beyond the end of the  aileron.

  

 - The tab is to face down, to push the aileron up, to push the right  wing down, 

   to compensate for the heavy left wing.

  

 - Now you can test fly and see the results. If too much/too little. change  the tab. 

   Just don't leave the tape on too long, like weeks, for it may pull  the paint when removed.

  

 -  Once you're happy with results, the real fun starts, making a final  mount. 

 -  Center your tab to cover at least two "ribs". Mark precisely where  they are on the tab.

 -  Scallop your tab to form two fingers forward, for attachment to  those narrow "rib" tubes.

 -  Drill and cleco the tab to the rear spar of the aileron.  Approximately 2" spacing.

 -  Now, most precisely, mark the center line of the  "ribs"  at the end of the fingers. 

 -  Remove the tab and drill a 1/16" hole near the end of the fingers,  on that centerline!

 -  Deburr everything.

 -  Re-attach the tab with clecos and 

    check how precise those !/16" holes line up with the  centerline of the "ribs"

 -  If precise, now use the tab hole as a guide to drill a 1/16 hole  into that narrow #$%^& rib.

    One hole in each finger will do. 

 -  Use 1/16' rivets to attach the fingers, 1/8' rivets for the spar  portion.

  

 Go Fly, enjoy and fix the next thing, like maybe the rudder trim, or  longitudinal trim, or prop pitch, or...... 

  

 Herb Graff

  

 Kolb 246KY

  

  

  In a message dated 4/14/2011 12:10:49 A.M. Eastern Daylight Time,  byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com) writes:

  	  Quote: 	
		  -->    Kolb-List message posted by: "b young"    <byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com)>



tweak the left flap down a hair to    compensate for slight left wing low 



Any suggestions as to how big the    trim tab should be?  



 	  Quote: 	
		   Mark  Rinehart

	

	


  	  Quote: 	
		  



get="_blank">http://www.matronics.com/Navigator?Kolb-List

tp://forums.matronics.com

_blank">http://www.matronics.com/contribution



	


[b]

byoungplumbing(at)gmail.c
Guest

Posted: Fri Apr 15, 2011 6:45 am Post subject: 2nd Flight!

Kolbers,

       Last year about this time I bought a Firestar 1 for a really good

price, I thought. I wasn't thinking about registration when I bought it I

was looking at ultralight class. I have since talk to the FAA and have been

informed that the only way I can legally fly this plane is under part 103,

Thanks Greg



 	  Quote: 	
		  >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>


	


ok someone help fill in the blanks here, is this a possibility,,, or am i 

just a hopefull daydreamer.



since the plane has never been registered,,,,can you tell the faa that you 

bought a kit as an unfinished project,,,   and that you are finishing the 

kit,    and you want to register it as experimental armature built when  you 

get finished....   they will allow this (I think)  if you can get the 

builders logs, and add your builders log to the end of theirs.  even though 

it may be that you didn't like the way something was done,,  and you 

document and log the way you re do the repairs and finish the projuct. 

seems that you don't have to build the entire airplane in order to licence 

experimental,,,,  just be able to document that the previous builders met 

the requirements for their part.   and you met the requirements for your 

part.

worth what ya pd



boyd young

mkiii

NeilsenRM(at)gmail.com
Guest

Posted: Fri Apr 15, 2011 7:24 am Post subject: 2nd Flight!

GregIt seems like Boyd is right. People buy unfinished airplanes all the time and get them registered. You are likely going to have problems getting a repairman's certificate (they get real picky about proving you were the builder) but at least you can fly it.I don't know about flying it as a ultralight. Seems like it would be too heavy. The maximum weight is 254 Lbs. Sometimes people get away with things like over weight, over max speed and higher stall speed but you would really be asking for trouble if you have the ability to carry more than 5 gallons of fuel or a passenger. Do you feel lucky.Rick NeilsenRedrive VW Powered MKIIICOn Apr 15, 2011 10:40am, b young <byoungplumbing(at)gmail.com> wrote:> --> Kolb-List message posted by: "b young" byoungplumbing(at)gmail.com>> > > > Kolbers,> >       Last year about this time I bought a Firestar 1 for a really good> > price, I thought. I wasn't thinking about registration when I bought it I> > was looking at ultralight class. I have since talk to the FAA and have been> > informed that the only way I can legally fly this plane is under part 103,> > Thanks Greg> > > > > > > > > > ok someone help fill in the blanks here, is this a possibility,,, or am i just a hopefull daydreamer.> > > > since the plane has never been registered,,,,can you tell the faa that you bought a kit as an unfinished project,,,   and that you are finishing the kit,    and you want to register it as experimental armature built when  you get finished....   they will allow this (I think)  if you can get the builders logs, and add your builders log to the end of theirs.  even though it may be that you didn't like the way something was done,,  and you document and log the way you re do the repairs and finish the projuct. seems that you don't have to build the entire airplane in order to licence experimental,,,,  just be able to document that the previous builders met the requirements for their part.   and you met the requirements for your part.> > > > > > worth what ya pd> > > > boyd young> > m               - MATRONICS WEB FORUMS -> > =========> > > > > > > > [quote][b]

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Fri Apr 15, 2011 10:29 am Post subject: 2nd Flight!

Boyd, I've been around this topic with the FAA, both with my local FSDO and the Light Sport Branch in OK City. The problem with the approach you suggest is simple, airplanes that have been flown look like it. Particularly true if the aircraft has a two stroke spewing oil mist all over the empenage. Hangar rash, dirt, wear marks all add up. How do you explain that you've been flying the plane without having an airworthiness certificate and the inspection that precedes it? Feel free to try, but most likely all you're going to do is hack off the people you really don't want to. 



Rick Girard



On Fri, Apr 15, 2011 at 9:40 AM, b young <byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com)> wrote:

 	  Quote: 	
		   --> Kolb-List message posted by: "b young" <byoungplumbing(at)gmail.com (byoungplumbing(at)gmail.com)>

 

 Kolbers,

       Last year about this time I bought a Firestar 1 for a really good

 price, I thought. I wasn't thinking about registration when I bought it I

 was looking at ultralight class. I have since talk to the FAA and have been

 informed that the only way I can legally fly this plane is under part 103,

 Thanks Greg

 

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 ok someone help fill in the blanks here, is this a possibility,,, or am i just a hopefull daydreamer.

 

 since the plane has never been registered,,,,can you tell the faa that you bought a kit as an unfinished project,,,   and that you are finishing the kit,    and you want to register it as experimental armature built when  you get finished....   they will allow this (I think)  if you can get the builders logs, and add your builders log to the end of theirs.  even though it may be that you didn't like the way something was done,,  and you document and log the way you re do the repairs and finish the projuct. seems that you don't have to build the entire airplane in order to licence experimental,,,,  just be able to document that the previous builders met the requirements for their part.   and you met the requirements for your part.

  

 

 worth what ya pd

 

 boyd young

 mkiii 

 

 ===========

 arget="_blank">http://www.matronics.com/Navigator?Kolb-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	


-- 

Zulu Delta

Mk IIIC

Thanks, Homer GBYM

It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx



 

  [quote][b]

_________________
The smallest miracle right in front of you is enough to make you happy....

Mike Welch

Joined: 13 Feb 2011
Posts: 272

Posted: Fri Apr 15, 2011 10:31 am Post subject: 2nd Flight!

> since the plane has never been registered,,,,can you tell the faa that you 

 	  Quote: 	
		   bought a kit as an unfinished project,,, and that you are finishing the 

 kit, and you want to register it as experimental amateur built when you 

 get finished> boyd young

 mkiii 


	


  

 Boyd,

  

   If it were me, yes, I'd do exactly what you suggest (since I have a PPL).    But,

 as I understood Greg, he doesn't want to fly it as a private pilot (or SPL), he wants

 to fly it as an ultralight.

  

   Mike Welch

 MkIII with an N number....finally

 		 	   		    [quote][b]

gtaylor35918(at)roadrunne
Guest

Posted: Fri Apr 15, 2011 3:28 pm Post subject: 2nd Flight!

Kolbers,

        I appreciate all the  info, I have the plane down to roughly about 288, with no BRS. The faa told me I  basically had to options, use my firestar to repair one that is currently  registered, or get it down to 254 LBS. My biggest worry with flying it as a fat  ultralight is if they were to ramp check me and find it overweight what my  punishment would be, or how would it affect my private/instrument rating.  

 [quote]   ---

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