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bgreen(at)bimi.org
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 Posted: Thu Aug 11, 2011 8:15 am Post subject: Kolb-List Digest: 20 Msgs - 08/10/11 |
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Thanks Dennis for offering the fairings. Richard will put them to good use.
Richard, it is good to see the Kolb getting a cleaning. Having seen it last month I would say it will probably be 10 lbs lighter. Good way to get a child interested in becoming a pilot some day. As a child or teenager many of us would have jumped at the opportunity to wash any airplane... just to be around one. Wing struts make fairly decent clothes lines for drying the laundry. LOLs.
Never have had to make an emergency landing but have always flown with aircraft equipped with 4 stroke engines. It seems back when I first started flying (Aeronca Champ) the instructor would cut the engine off for me to practice a "dead stick" landing. Never have liked that expression or "dead-reckoning" either. Seems the FAA has discouraged that engine out practice. I look forward to flying my Kolb and know from what you fellows on the list have said, I need to prepare for the difference in the engine out inertia or lack thereof.
Thanks you all. Lord willing and the creek, or lake in my case, doesn't rise I will be applying the final coats of UV and color to all my fabric covered parts this Friday and Saturday. Then I can move the whole project to the Collegedale airport to my T hangar, and at long last (8 years) start putting it together.
Bob G.
N830PB
MKIIIX GPAS VW 2180 with re-drive
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Dan Breitigam
Joined: 06 Apr 2011
Posts: 16
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| Posted: Fri Aug 12, 2011 4:07 am Post subject: Kolb-List Digest: 20 Msgs - 08/10/11 |
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Bob G, I'm happy to hear of your progress on your MkIII, but didn't know you had been working on it for this long! Glad you're about ready to move out here to Collegedale airport, it's lonely having the only Kolb around.
In the last few days I've been able to finish my Twinstar project by finally installing the last item required for flight, the prop. It's a GSC 66" two blade. I also recently finished installing my independent disk brakes with both brake levers on the control stick. Now for a lesson or two to learn tail-dragging.
Sounds like you had a good ol time at Oshkosh. Jealous, I am.
Dan Breitigam
Mark II, open, 503 DCDI
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_________________
Dan Breitigam
Kolb Mk III Xtra
Geo Metro 1.3L
Chattanooga |
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Richard Pike
Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee
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| Posted: Sat Aug 13, 2011 3:59 am Post subject: Re: Kolb-List Digest: 20 Msgs - 08/10/11 |
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| bgreen(at)bimi.org wrote: |
<snip> Never have had to make an emergency landing but have always flown with aircraft equipped with 4 stroke engines. It seems back when I first started flying (Aeronca Champ) the instructor would cut the engine off for me to practice a "dead stick" landing. Never have liked that expression or "dead-reckoning" either. Seems the FAA has discouraged that engine out practice. <snip>
N830PB
MKIIIX GPAS VW 2180 with re-drive |
When I was learning to fly at Burnside-Ott back in the late 60's, their company policy was that the FAR prohibiting flight within 500' of any person or object meant that you didn't take their property (their airplane) below 500' AGL while practice engine-outs.
Since my first private pilot check ride did not go well (their designee was know as "The Grim Reaper," because he would always flunk everybody on their first try. Got the company at least 3 more hours of flight time/money out of every student...) I chose to go with a different check pilot. He was a controller at North Perry airport, and when it came to the engine out part of the exam, he had maneuvered me to a spot in the Everglades where there was a strip of asphalt about 20' wide and 1500' long.
He pulled the power and gave me the usual instructions and as I was looking for a likely field, he pointed to that asphalt patch (which I had never noticed before) and said "Put it there." I went through the motions and when we got down to 500' AGL, I looked at him questioningly. He looked back at me and said "I don't work for Burnside-Ott, keep going." Turned out I would have come up 20' short, he gave me the power back at around 50' AGL and told me to try it again. 2nd time was good, he gave me the power back just before it would have been a touch and go.
My kind of FAA guy.
Richard Pike
MKIII N420P (420ldPoops)
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phactor9
Joined: 16 Jun 2011
Posts: 78
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| Posted: Sat Aug 13, 2011 6:31 pm Post subject: Kolb-List Digest: 20 Msgs - 08/10/11 |
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Hi Richard:
I read your page (for about the 20th time) about the Aeroshield 2604 prop tape you used. You wondered why the prop was quieter? Could it be because of the pinking; whether it's the same principle as dimples on a golf ball or VGs; that it makes the blades slip through the air with less turbulence?
Does Powerfin's black plastic urethane tape have the same pinked edge?
Do you have any of either left? I don't need it now, but I will when I get my plane...
Phil H.
--- On Sat, 8/13/11, Richard Pike <richard(at)bcchapel.org> wrote:
| Quote: |
From: Richard Pike <richard(at)bcchapel.org>
Subject: Re: Kolb-List Digest: 20 Msgs - 08/10/11
To: kolb-list(at)matronics.com
Date: Saturday, August 13, 2011, 7:59 AM
--> Kolb-List message posted by: "Richard Pike" <richard(at)bcchapel.org (richard(at)bcchapel.org)>
bgreen(at)bimi.org wrote:
| Quote: |
Never have had to make an emergency landing but have always flown with aircraft equipped with 4 stroke engines. It seems back when I first started flying (Aeronca Champ) the instructor would cut the engine off for me to practice a "dead stick" landing. Never have liked that expression or "dead-reckoning" either. Seems the FAA has discouraged that engine out practice.
N830PB
MKIIIX GPAS VW 2180 with re-drive
|
When I was learning to fly at Burnside-Ott back in the late 60's, their company policy was that the FAR prohibiting flight within 500' of any person or object meant that you didn't take their property (their airplane) below 500' AGL while practice engine-outs.
Since my first private pilot check ride did not go well (their designee was know as "The Grim Reaper," because he would always flunk everybody on their first try. Got the company at least 3 more hours of flight time/money out of every student...) I chose to go with a different check pilot. He was a controller at North Perry airport, and when it came to the engine out part of the exam, he had maneuvered me to a spot in the Everglades where there was a strip of asphalt about 20' wide and 1500' long.
He pulled the power and gave me the usual instructions and as I was looking for a likely field, he pointed to that asphalt patch (which I had never noticed before) and said "Put it there." I went through the motions and when we got down to 500' AGL, I looked at him questioningly. He looked back at me and said "I don't work for Burnside-Ott, keep going." Turned out I would have come up 20' short, he gave me the power back at around 50' AGL and told me to try it again. 2nd time was good, he gave me the power back just before it would have been a touch and go.
My kind of FAA guy.
Richard Pike
MKIII N420P (420ldPoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349307#34930om/Navigator?Kolb-List" sp;--> http://f= - List Contributionsp; &bsp;-->
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