Ralph Hoover
Joined: 09 Jan 2006
Posts: 206
Location: Central Ohio
|
 Posted: Mon Jul 17, 2006 9:41 am Post subject: Drum Roll Please! |
 |
|
NO! Not for me. For the 1991 Kolb FXP with 503 DIDCDF and the Kolb Company.
I went up last night, absolute calm, the winds were too! Time, according to the GPS 6:20 P.M. Eastern Standard Time. Winds zero, Air temp 84 degrees. Sky's clear! Filled tank, checked gauges:
PAUSE here for an apologize message to Kolb!
Guy’s at the New Kolb Company, YOU WERE RIGHT! Exiting the static tube between the plastic nose and the side cloth covering works right. Sorry, on my previous "First Flight" I noted that it didn't work. Since I installed a new instrument panel and had it hinged along the bottom, the static tube was pinched upon closure. Problem corrected, ASI (Both the actual and the MGL electronic) were within 2 miles per hour of ground speed in all directions. Now for the specifics.
First actual stall repeated seven times: 40 MPH on the ASI.
Since I have that wonderful MGL "Staromaster Maxi Single Flight II" primary flight instrument, which I highly recommend, I have some interesting info. According to the digital VSP included in the above gauge the Glide / Climb indication at zero was at 55 miles per hour at 5,400 R.P.M. I had hoped it would be higher but it was really neat unless one is in a hurry. Therefore, I was making my finals at 1,400 ASL into a 1,000 foot long field at 1,140 feet ASL, at 50 MPH ASI. Absolutely the greatest feeling since being born again I have ever experienced. The first attempt I was too high to scrub off speed or altitude, so I went around again. However the 2nd through the 7th were pretty good landings. 2 had a bounce of about a foot and a tad bit of left field in the travel but the rest (4) were great!
I still seem to have crossed wires on my EGT and will fix before I go up again. The fuel gauge is not reading correctly (part of the MGL unit) is not showing accurate fuel level. It has to do with the capacitance fuel probe not the gauge. There is a low setting and high setting screw on the top and I apparently do not have them set correctly, and cant find the instruction sheet for it. Since I an flying around my own field at present and practicing landings and flight maneuvers, as long as I don't fly more than an hour, there isn't any real concern about fuel. But I will need to correct. Anyone that has any experience with one of the capacitance resistance tube type fuel level probes, can you help?
I am so blessed to have an Instructor that put up with me for 20 hours of instructions. Being an old biker, carried with it some old attitude. And me being 61 and he being close to the age of my son added that much more of the old man "I know better than you do" attitude. Yet I listened intently to his every word. The process, as I had said previously in another post, took about 10 months, not because of him, but because of my money situation. I experienced engine outs, cross wind landings, stalls, over speeds (his established, not the VNe of the plane), Long "oh crap" landings, short "Power, power, more power, I have the plane", and perfect landings all in his Challenger. I would wish all instructors to be as persistent, forgiving, enthueastic, considerate and knowledgeable as was Andy Humphrey, my Instructor. If you know anyone in the central Ohio area that wants to learn to fly, I highly recommend Him at Heavenbound Aviation, Johnstown Ohio. His website is below if anyone is interested. He also does great rebuilds on Air Cooled engines.
I want to thank, I believe it was Pat Ladd that gave the web site :http://www.av8n.com/how/htm/landing.html
And everyone on this web site for their bits and pieces that when combined filled the child like heart of this old man. Having experienced Motorcycle racing, high climbing, photography and color developing with "cebachrome", sailing sail boats from 12 feet through 30 feet on Lake Erie, Learning "Conceal Carry" and then becoming an instructor in same, owning a large Mead telescope and observatory in my own back yard and being a father to two fine (still in the works of fine) children and a husband of a wonderful woman for 37 years, my plate has been kept full. My cup has truly run over with the blessings of individuals the likes of on this site. Please don't take any of this a bragging, but as testimony of appreciation for a great amount of goodness with its share of hardships and rough roads, that because of people like each of you, has been a tad more palatable in it tough times and a real enjoyable time in its good times, such as now.
One question, however. My old English teacher back in high school would say, "Never mix subjects in the same letter". I’m gonna take liberty and ask, hoping that no one shrugs their shoulders and says: "we have covered this subject a million times and if you would just research the history of this site, you would know that"! Because I wouldn't know how to call it. It is the subject of the toe in of the wheels while pulling the plane into a hanger backwards. The plane acts like it is four times the weight. Has anyone considered cables from the back base fuselage bolt hole to the cross member along the axel, in order to pull the camber(?) and straighten out the wheels for pulling? Just a question, if someone says "DON'T" I won't. I believe Homer Kolb designed it right the first time, but this really does toe these wheels in bad when you pull the plane. And it will be PULLED in or out each flight.
Heavenbound Aviation web site:
http://www.heavenboundaviation.com/
Ohio Ralph
| | - The Matronics Kolb-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Kolb-List |
|
|
|
Get Email Distribution Too!
FAQ
Search
Memberlist
Usergroups
Register
Profile
Log in to check your private messages
Log in
