Today's Message Index:
----------------------
1. 02:54 AM - Re: Don't knock 'em (GeoR38@aol.com)
2. 03:07 AM - List Fund Raiser - What Listers Are Saying... (Matt Dralle)
3. 04:17 AM - Altitude goal (Airgriff2@aol.com)
4. 04:45 AM - Re: Altitude goal (kfackler)
5. 05:29 AM - Re: Re:water in fuel system after rain. (N27SB@aol.com)
6. 06:19 AM - Re: Altitude goal (Richard Pike)
7. 06:19 AM - Re: Altitude goal (Guy Morgan)
8. 06:25 AM - DHL. Not Kolb (PATRICK LADD)
9. 06:32 AM - Re: Dimensions Kolb MK3 ? (robert bean)
10. 06:37 AM - Re: Altitude goal (James, Ken)
11. 08:26 AM - Gap seals (herbgh@juno.com)
12. 08:50 AM - Re: Gap seals and airspeed calibration (herbgh@juno.com.d84d3869b5691c59e8e8cc49a58db8491df93949b82c0915d58155e5788c85b1d5210075fcbd6d2ca99528dca95c18d9a9dcddb8bd00998d49)
13. 10:35 AM - Re: Altitude goal (Silver Fern Microlights Ltd)
14. 11:01 AM - Microair 760 in a Kolb (Giovanni Day)
15. 11:29 AM - Re: Fuel consumption of a MK3 with Rotax 582? (Silver Fern Microlights Ltd)
16. 01:30 PM - Altitude Goal (Dave & Eve Pelletier)
17. 02:16 PM - Fw: Worth sharing (John Parker)
18. 02:35 PM - Altitude (ghaley@wt.net)
19. 03:13 PM - Re: Fw: Worth sharing (Dave & Eve Pelletier)
20. 03:24 PM - Re: Microair 760 in a Kolb (Denny Rowe)
21. 03:24 PM - 10,000 ft. club (Airgriff2@aol.com)
22. 03:58 PM - Re: Fw: Worth sharing (Edward Chmielewski)
23. 04:31 PM - Re: 10,000 ft. club (Terry Swartz)
24. 05:38 PM - Re: Fw: Worth sharing (robert bean)
25. 06:05 PM - Re: 10,000 ft. club (Timandjan@aol.com)
26. 06:30 PM - Coolant in the rotary valve reservois 582 (Tomsplane@aol.com)
27. 06:30 PM - 10,000ft (Tomsplane@aol.com)
28. 06:54 PM - Re: Fw: Worth sharing (Denny Rowe)
29. 06:54 PM - Re: Fw: Worth sharing (Denny Rowe)
30. 07:00 PM - WHOOPS (Denny Rowe)
31. 07:01 PM - Using "EIS" on 912ULS?? (HShack@aol.com)
32. 07:13 PM - Re: Using "EIS" on 912ULS?? (Giovanni Day)
33. 07:49 PM - VW Engine Mount and Stuff (Richard & Martha Neilsen)
34. 07:53 PM - Re: Altitude goal (Richard Swiderwski)
35. 08:02 PM - Re: WHOOPS aka Airbus story (Bob N.)
36. 08:06 PM - Re: WHOOPS---ERROR ERROR (Bob N.)
37. 08:06 PM - Re: 10,000 ft. club (WillUribe@aol.com)
38. 08:10 PM - Re: Altitude goal (Giovanni Day)
39. 08:24 PM - Re: 10,000 ft. club (Giovanni Day)
40. 08:34 PM - Re: VW Engine Mount and Stuff (Richard Pike)
41. 09:58 PM - Re: Using "EIS" on 912ULS?? (HShack@aol.com)
42. 11:16 PM - 912 UL engine problem, the answer (H MITCHELL)
Message 1
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| Subject: | Re: Don't knock 'em |
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 11/7/2004 10:29:05 AM Eastern Standard Time,
gde01@bellsouth.net writes:
George,
I think your math is off a bit 480kg x 2.2lbs is 1056lbs. Sorry I just
had to point that out. :) I think he means with 2x90kg pilots, they have
300kg or 660lbs left for the plane. My MKIII comes in at 520lbs empty so
it would qualify and have room for fuel and cargo.
Giovanni
MKIII/912 80566
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of
GeoR38@aol.com
Subject: Re: Kolb-List: Don't knock 'em
--> Kolb-List message posted by: GeoR38@aol.com
In a message dated 11/7/2004 6:27:46 AM Eastern Standard Time,
pj.ladd@btinternet.com writes:
Hi Jack
Being a Limey I am not familiar with that. Does that mean that you do
not
have to be tested to get a pilots license or just that AC103-7 defines
an
ultralight?
In either case I can only say `Lucky You`. We just do not have that
room for
manouvre. In the early days we were totally unregulated but after a
series
of crashes and a few fatalities, all rather much at the same time so
that it
seemed from the newspapers that we were dying like flies, authority
stepped
in.
Things could have been made much worse, but as it was we were allowed
to set
up a self regulating body to administer the sport and a specification
was
threshed out defining an ultralight. Mainly a weight and wing loading
and
stalling speed. The object being to stop `lead sleds` being developed
which
the decidedly amateur pilots could not handle. A limited pilots license
was
introduced which entitled you to fly ultralights only. No regulations
were
introduced about where ,how fast, how high you could fly. Ultra were
treated
exactly as any other aircraft .
Over the years the spec. about what constitutes an ultralight has
changed
and as we have integrated more with Europe the accepted weight has
crept up
until it is now 480kilo including 2/90 kilo pilots and fuel. With 2/90
kilo
pilots plus a bit of gear there sometimes is not much weight left for
fuel.
!!!!!!
Geeez PJ, at 2.2 lbs per kilo that means you can only have a plane that
weighs 218 lbs....is that right??!! I thought you guys were up in the
300's
somewhere for your "microlights"! And I was always feeling sorry for us
at 254
Lbs + around 26 more for a parachute. I know we have an obesity epidemic
over
here but you guys aren't THAT skinny are you? And what does 2/90 kilo
pilot
and fuel mean?
now I gotta practice my Abiyoyo by pete Seeger
yer bud
George Randolph
Firestar driver from the villages, fl
I knew that!!!... (no I didn't) .....thank you Giovanni for telling me to
multiply instead of divide....geeez ... I never get that straight!! Actually, I
looked it up on google and quickly concluded what I already thought without
sufficient "due care" when confronted with the chart.
ps, I have the dearest grandson whose middle name is "Giovanni"....kinda
special, eh?
yer bud,
George Randolph
firestar driver in the villages, fl
do not archive
Message 2
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| Subject: | List Fund Raiser - What Listers Are Saying... |
--> Kolb-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
First, I'd like say *thank you* to everyone that has already made a
Contribution to this year's List Fund Raiser! Thank you! If you haven't
made your Contribution, won't you show your support for these valuable
services today? Since there's no advertising or other forms of direct
commercialism on the forums to support the Lists, its solely YOUR
GENEROSITY that keeps them running!!
Members have been including some very nice comments along with their
Contributions this year. Please take a minute to read over some of the
thoughts your fellow Listers have expressed regarding the Lists and what
they mean to them. What do the Lists mean to you...?
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Admin
The amount of information and simple entertainment I derive from the lists
you administer is enormous.
-Chris R.
The [List] digest is the one message in my inbox that I look forward to
reading every day.
-Brian U.
[The Lists] are a major asset for the homebuilder.
-Gary K.
I use, and enjoy the List all the time. It is a fantastic tool.
-Patrick M.
[The List] has already paid for itself by answering two questions that I
had concerning construction of my [Homebuilt].
-Mike L.
[The List] has provided me with very useful information and helpful
building tips.
-Michael E.
Thanks for keeping this text-only and commercial free for all us dial-up
users! Your Lists are the best...
-Mark P.
Great service, I have learned many valuable lessons from others on the
[List]...
-Malcolm T.
...great List service [for] the many and varied within the aviation community.
-David P.
...great service.
-Terry B.
...enjoy monitoring the lists.
-Ed A.
...I do enjoy the Matrix (List).
-Galen H.
Thanks for a great listserve!
-Gary S.
...GREAT lists...!
-Ray M.
It is a great service.
-Robert K.
Invaluable!
-Larry M.
[The Lists are] the backbone (along with a UK list for Europa) of my
building program.
-Fergus K.
Thanks for supporting aviation in this way.
-Reade G.
...wonderful source of info!
-Lynn M.
[The] List has certainly helped me along the way.
-Kevin S.
...excellent list.
-Ed A.
I enjoy the [the] List, and find it useful.
-John G.
An indispensable part of my day every day!
-Owen B.
A great source of help, encouragement and "partners in crime"!
-Richard T.
Great List.
-Ed K.
Couldn't have [finished my project] without your site and the help of the
guys on the List.
-Larry M.
...great service!
-Walt S.
I enjoy the [the] List everyday.
-John B.
Thank you for keeping everyone in line :) Its a great list to stay
subscribed to.
-Janet D.
...the most important resource I have to support my hobby.
-Jeff D.
Thank you for all the great features.
-Brian U.
Very valuable resource.
-Thomas S.
...great service.
-William C.
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 3
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--> Kolb-List message posted by: Airgriff2@aol.com
Just wanted to share a beautiful flight that I had yesterday. Weather was
great, sun, warm, winds 180* at 10. I decided to take my MK3 C. up to 10,000 ft.
The highest I had been before was around 5000 ft. After putting on an extra
layer of clothes and leather jacket, I was off at 12:10. I held sort of a
cruise climb of around 300 fpm., keeping my 618 around 6000 rpm and 55mph. Passing
through a few bumps between 5-7000 ft., above 8000 ft. it was like you were
not even moving and smooth as glass. My VSI held 0 at 9600 ft. so I came up to
6200 rpm brought the nose up to climb and at about 45 mph I was seeing 50 fpm.
Not wanting to go full throttle just to achieve my goal, I lowered the nose
until I saw 60 mph and then came back to 45 to gain another 100 ft. I did this
a few times and finally reached 10,000 ft..AGL. Each time I lowered the nose
to 60 mph it would start to decend. Not sure if I was seeing the ceiling
limit for my plane or possibly in sink at that point ? I relaxed at that point,
congratulated myself for accomplishing my mission, and banked over to take
some photos of the Catskill Mts. and the airport below. Glad I had the extra
clothes on as it was 23*. Checked my watch, 12:40.(30 min. climb). Keeping a
little power in so as to not cool the engine to much, I started my decent out of
10,000, 700 - 1000 fpm. down. What a beautiful flight and experience. I
would suggest to anyone on the list who hasn't experienced this, that if they
have ever thought of trying it, to go ahead and go for it . If you do, let us
know what you thought of your flight and tell us how it went. OK lets start an
exclusive 10,000 ft. membership club ? Who's been there? I know the 2 Johns
have! Anyone else ?
Fly Safe
Bob Griffin
PS. I didn't send this in to brag, I just wanted to share my experience of
accomplishing something I have wanted to do and it was FUN !!!
Message 4
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| Subject: | Re: Altitude goal |
--> Kolb-List message posted by: "kfackler" <kfackler@ameritech.net>
>>> exclusive 10,000 ft. membership club ? Who's been there?
I have done it, but not in my Kolb. It was quite a few years ago, in my last
ultralight, the Starflight XC-280, which was a true "open" ultralight. With
the help of some thermals, I managed to get it to 11,000. This was over
Cedar Hill, TX. It was fascinating to watch the Southwest Airlines jets
going into Love Field -underneath- me. There was also some interesting
psychological effects during the time when you start to lose visual ground
reference and are forced to start "flying the horizon." Those flying wires
sure did look small for a while there! The highest I've had my Mark II is
7500 so far. I enjoy a High Flight on occasion, but in the area where I fly
now one has to be -very- careful about traffic, because there are SIX
significant ops within a fairly small circle here, DTW, PTK, FNT, MTC, DET,
and Windsor.
So, when do I get my membership card? ;-)
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
Message 5
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| Subject: | Re:water in fuel system after rain. |
--> Kolb-List message posted by: N27SB@aol.com
In a message dated 11/7/2004 1:11:54 PM Eastern Standard Time,
ceengland@bellsouth.net writes:
> Somehow water collects in the fuel not visible to the eye and slowly
> >collects in the carb bowls untill the level gets high enough to get
> ingested
> >a little at a time causing the drops in rpm.
>
Here in Fla I have seen this happen in the past in regard to fuel tanks in
boats. Water will not be visible on the bottom of the tank but if you look at
the fuel very close with a light behind a clear glass you will see tiny
suspended droplets. The fuel burned fine but it caused a problem with the OMC oil
injection. (Too much oil). I suspect that the station that I bought the fuel from
used a de-watering agent to fix their problem. I don't buy fuel there any more
and have not seen the problem since.
Steve Boetto
WetFly 007
do not archive
Message 6
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| Subject: | Re: Altitude goal |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I did it a few years ago in the MKIII, it was a warm summer day, late
afternoon, dead calm, and I had the half-doors on. Took off and headed west
toward a quiet general aviation airport. When I got there, I was at 10,000
feet, it was about 50 degrees out and smooth as glass the whole way. Since
I was over an airport, I tuned in unicom to monitor for other traffic, and
to avoid any issue with over cooling the engine, I just turned it off,
glided the whole way down.
Super experience. With the cockpit mostly open, slow flight just above
stall was very quiet, speeding up and doing wing overs was a gas, and the
whole thing was great.
Had all the airspace to myself, and when I got down to pattern altitude,
you could even listen for other traffic audibly, not just on unicom. Landed
deadstick, coasted off at a taxiway, cranked it up and went home. And you
are so right, it was really fun.
Richard Pike
MKIII N420P (420ldPoops)
At 07:12 AM 11/8/2004 -0500, you wrote:
>--> Kolb-List message posted by: Airgriff2@aol.com
>
>Just wanted to share a beautiful flight that I had yesterday. Weather was
>great, sun, warm, winds 180* at 10. I decided to take my MK3 C. up to
>10,000 ft.
<snip>
> I
>would suggest to anyone on the list who hasn't experienced this, that if they
>have ever thought of trying it, to go ahead and go for it . If you do,
>let us
>know what you thought of your flight and tell us how it went. OK lets
>start an
>exclusive 10,000 ft. membership club ? Who's been there? I know the 2 Johns
>have! Anyone else ?
>
>Fly Safe
>Bob Griffin
>PS. I didn't send this in to brag, I just wanted to share my experience of
>accomplishing something I have wanted to do and it was FUN !!!
Message 7
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--> Kolb-List message posted by: "Guy Morgan" <morganguy@hotmail.com>
Howdy Kolbers,
I haven't been there in my Firefly yet, but I've been there in many helicopters
doing power checks. Talk about your pucker factor. It's not much fun being that
high up in a rotor-winged aircraft. The auto rotation descent is kinda cool,
though. Like riding a cushion of air.
Guy Morgan,
Galveston, TX Firefly
. OK lets start an exclusive 10,000 ft. membership club ? Who's been there? I know
the 2 Johns have! Anyone else ? Fly Safe Bob Griffin PS. I didn't send this
in to brag, I just wanted to share my experience of accomplishing something
I have wanted to do and it was FUN !!!
Message 8
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--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Hi All,
forgive me for sending this Non Kolb story but it is such an astounding feat of
flying I would think any pilot would find it interesting.
If not. I am sorry. Just hit the delete.
Pat
pj.ladd@btinternet.com
do not archive
The Guild of Air pilots and Navigators has awarded
the 2003 Hugh Gordon-Burge Award to Captain Eric Gennotte, First
Officer Steeve Michielsen and Flight Engineer Mario Rofail. All
three work for DHL. The text of the award is transcribed here,
verbatim.
On 22nd November 2003, a DHL A300 B4 had been airborne from
Baghdad Airport for just over 3 minutes when the calm in the
cockpit was shattered by the sound of a loud bang. At about 8,000ft
an explosion was heard, followed by a cacophony of aural warnings
and visual displays showing a master warning on all flight
controls.
Unbeknown to the crew at that time, the aircraft had been
struck by a missile. The Flight Engineer, Mario Rofail, called that
the green and yellow hydraulic systems were lost, and as he started
preparing for the double hydraulic loss emergency checklist
procedure the Captain, Eric Gennotte, announced that he was having
difficulty controlling the aircraft. The First Officer, Steeve
Michielsen, tried unsuccessfully to assist the Captain to try and
regain control. The F/E then announced that the third hydraulic
system was lost as well.
At that point the crew
realised that there was little likelihood that the flight controls
would become functional again. There was no emergency checklist or
procedure to help them recover from this scenario. The situation
appeared hopeless and they were very much on their own.
The aircraft was without conventional pilot input. The stick
and rudder were ineffective. The flight control surfaces deprived
of their hydraulic muscle, were aligned with the airflow (hinge
moment zero).
The configuration was frozen:
1) Slats and flaps could not be extended
2) Spoilers were no longer controllable
3) The position of the horizontal stabiliser could not be
adjusted. It was and continued to remain at the trim position for
215 Knots with climb thrust. (This setting was to pose particular
challenges for the crew as they attempted to stabilise the aircraft
for an approach descent profile)
A state of emergency was declared by Steeve to ATC. The crew
was told that the left engine was on fire. Mario advised his fellow
crew members that this was not possible since all engine
indications and fire warning systems were normal. However, with no
hydraulics and a fire visible from the left wing he knew the
aircraft was seriously damaged.
The tension was extreme on the flight deck. The 'sense
of disbelief' was felt by all the crew members.
Eric announced that they could control the pitch attitude by
adjusting thrust. Then began a learning period during which Eric,
Steeve and Mario, discovered how to control the pitch by modulating
thrust. Initially the thrust lever movements were large and
essentially symmetrical, and the aircraft thus continued a wide,
unsteady, 360 degree turn to the left.
The crew found that they could effectively stop the climb by
reducing thrust, which caused an initial airspeed decrease whilst
the nose dropped, but then the airspeed started to
increase.
They had to cope with this apparent paradox, due to the
change in pitching moment that could not be corrected by the jammed
horizontal stabiliser. The initial climb at 215 knots was changed
into a shallow controlled descent by reducing thrust, leading to an
unavoidable speed increase: Between 10,000 and 5,000 feet, IAS
varied between 270 and 290 knots.
At that time Eric ordered the extension of the landing gear
by the emergency gravity extension procedure, even though the speed
exceeded the maximum allowed for landing gear extension.
Mario successfully manually extended the gear. It made a lot
of noise since the gear doors remained open. The extended gear
provided additional drag, which helped stabilise the aircraft. This
was the only means to bring the speed back towards 210 knots. The
decision to extend the gear so early on proved to be a vital
decision.
With the aircraft controllable in pitch around level flight
and at a speed compatible with landing, Eric, supported by Steeve
and Mario, set about learning to control the direction of
flight.
Asymmetric handling of the throttles could control bank.
When the left engine alone was accelerated, the wings returned to
the horizontal, similarly when the right engine only was retarded
the same levelling effect could be achieved.
This was a very difficult procedure to perform, especially
when trying simultaneously to maintain horizontal flight and follow
a heading:
1) The response to thrust change appeared rapidly in pitch,
but roll response was delayed, since the roll resulted from the
sideslip induced by the asymmetric thrust, and there was a lag
before this took effect
2) Since the left wing was damaged, the degree of asymmetric
thrust had to be found which was sufficient to compensate for the
asymmetry of lift, and it had to be maintained while the thrust was
adjusted to control the slope; easier said than done
Eric was effectively flying an experimental aircraft and was
continually gaining experience in manipulating the aircraft by the
throttles. Steeve provided close assistance making some corrective
inputs. There were a few rather alarming roll excursions beyond 30
degrees during that time. The aircraft remained very difficult to
control, however confidence was gained as the flight
progressed.
Eventually, they could consider navigation back to the field
which had been lost from sight during the "training manoeuvres".
Steeve took on the navigation. He suggested that a long final of at
least 20 nautical miles was needed. The aircraft started a second
360 degree orbit, this time under more control. Eric started a
right turn to come back towards runway 33R, the longer of the two
runways at Baghdad.
The descent flight path then had to be established. That was
not simple either: the descent angle selected by the average value
of thrust was not easy to assess, since the whole process was
subject to oscillation. It was thus an average descent angle that
had to be judged, all the while maintaining the heading by
asymmetric adjustment of the engines.
To complicate matters further, the turbulence associated
with a wind of 20 knots from 290 degrees (left crosswind component
tended to excite natural oscillations, and in addition GPWS
warnings associated with the abnormal landing configuration sounded
repeatedly on short final.
Eric concentrated on the essential, keeping the aircraft
under control and reaching the airfield where the fire services
could fight the fire on the left wing.
Steeve assisted with efficient and timely call-outs,
announcing distances and altitudes. He stressed the point that the
power must not be completely reduced on touch-down; otherwise, the
symmetrical thrust would induce a turn to the left, particularly
undesirable just before ground contact.
Mario, who, in addition to a close watch on all the systems,
monitored the fuel remaining in the damaged left wing. It was vital
that both engines were kept running by ensuring a positive supply
of fuel and ignition. If one of the engines had lost power or
failed, the aircraft and crew would have certainly been lost. He
was therefore prepared to open the cross feed in case the left main
tank emptied, but not too soon because the fuel in the right wing
would then be lost through the leak on the left side. Furthermore,
he was able to relieve both pilots by taking over all radio
communication and made sure the aircraft was depressurised before
touchdown to guarantee a successful emergency evacuation.
Mario contacted ATC for an updated visual assessment to
request if the aircraft was still on fire. A military helicopter
replied that the left wing was on fire and that the flame was the
length of the aircraft (50 metres). In spite of the extreme stress
Mario had the courtesy to say "thank you" to the controller. He
also requested that both runways 33L and 33R be kept free and that
all emergency services be ready.
The tension again increased as the ground approached. At
250ft, the pitch attitude, still slowly oscillating, dropped
towards a negative value, which was most alarming so close to the
ground. It was restored nose-up by a large increase in the thrust
on both engines.
Towards 100ft, the aircraft was tracking to the runway
threshold, but with a heading ten degrees less than the orientation
of the runway. Eric made his final lateral control correction,
reducing the right engine only. The aircraft banked to the right
and the angle of convergence began to diminish.
Twenty-five long minutes after impact of the missile, the
A300 B4 finally landed on runway 33L, without further
damage:
1) At a positive pitch attitude
2) With a moderate sink rate (less than 10ft/sec, far below
the tolerances for the landing gear)
3) At an angle of bank of ten degrees to the right, and
heading diverging about eight degrees to the left of the runway
axis
Without any direct means of directional control, however,
the aircraft rapidly went off the side of the runway. The throttles
were retarded and selected to full reverse by Mario. The sandy
ground provided a significant extra braking force and the aircraft,
in spite of the high speed at touchdown, stopped after a landing
run of the order of one kilometre, raising an impressive cloud of
sand behind it.
After engine shutdown the crew evacuated the aircraft from
the right, inches away from a coil of razor wire. They ran a safe
distance from the aircraft as the wing was still on fire only to be
intercepted by some military emergency services personnel who
warned them that they were standing in a possible mine field. Their
incredible feat was almost spoiled after taking their first steps
back on the ground.
Message 9
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| Subject: | Re: Dimensions Kolb MK3 ? |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
This past summer I transported mine in a commercial rental van. It had
a low platform design and a rear air suspension that could decompress
and lower the deck even more. It worked great except the nose stuck a
few inches out the rear and I couldn't close the door. A friend rode
inside the back for me to watch.
My numbers for size (in FEET): 24' long (I have a longer than stock
nose cone)
6' 6" tall with 65" prop (also non standard engine/suzuki G10)
6' 6" wide
wheelbase 17' 6"
I hope this helps
Bob Bean, Scottsville, New York do not archive
On 8, Nov 2004, at 2:43 AM, pollus wrote:
> --> Kolb-List message posted by: pollus <pollus@fornerod.nl>
>
> Dear Kolbers,
>
> I am preparing to trailer the Kolb MK3 to my home airport, and now I am
> in the process of selecting the right means of transportation. A large
> trailer, a small truck...
>
> So, does anyone have a sort of drawing with the right dimensions of the
> (folded) kolb?
>
> I presume the width is determined by the wheels, the height by the 3
> blade prop (or, is it easily detachable?)
> The locations of the wheels are of intrest: maybe I can let the nose
> stick out, the wheels must be inside the trailer.
>
> Any help apriciated! (And yes, stupid me, I did not take some
> measurements when I visited the plane 2 weeks ago...)
>
> Regards,
> Pollus
>
>
Message 10
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--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
Ye think that's fun you alt to try it in a Hang glider, Dam it's cold and
every thing looks so small and there is absolutely no sensation of moving,
other than the sound of the air going by.
Ken
-----Original Message-----
From: Guy Morgan [mailto:morganguy@hotmail.com]
Subject: RE: Kolb-List: Altitude goal
--> Kolb-List message posted by: "Guy Morgan" <morganguy@hotmail.com>
Howdy Kolbers,
I haven't been there in my Firefly yet, but I've been there in many
helicopters doing power checks. Talk about your pucker factor. It's not much
fun being that high up in a rotor-winged aircraft. The auto rotation descent
is kinda cool, though. Like riding a cushion of air.
Guy Morgan,
Galveston, TX Firefly
. OK lets start an exclusive 10,000 ft. membership club ? Who's been there?
I know the 2 Johns have! Anyone else ? Fly Safe Bob Griffin PS. I didn't
send this in to brag, I just wanted to share my experience of accomplishing
something I have wanted to do and it was FUN !!!
Message 11
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--> Kolb-List message posted by: herbgh@juno.com
Group
Complaining about the stiff ailerons was a bit premature. I found that
my first flights were made without aileron gap seals. So--I drug out the
book binding tape and had at it yesterday morning. Got in about 7
tenths of an hour with several touch and go's. Much more better!! Still
stiff but much more manageable. About like my Zmax now!
Anyone know how to calibrate an airspeed using a water manometer? I
have the basic info but cannot find a calibration chart. Herb in Ky
Message 12
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| Subject: | Re: Gap seals and airspeed calibration |
--> Kolb-List message posted by: herbgh@juno.com d84d3869b5691c59e8e8cc49a58db8491df93949b82c0915d58155e5788c85b1d5210075fcbd6d2ca99528dca95c18d9a9dcddb8bd00998d49
Group
answered my own question!
http://www.rst-engr.com/rst/articles/KP89JUL.pdf
On Mon, 8 Nov 2004 10:23:03 -0600 herbgh@juno.com writes:
> --> Kolb-List message posted by: herbgh@juno.com
>
>
> Group
>
> Complaining about the stiff ailerons was a bit premature. I found
> that
> my first flights were made without aileron gap seals. So--I drug
> out the
> book binding tape and had at it yesterday morning. Got in about 7
> tenths of an hour with several touch and go's. Much more better!!
> Still
> stiff but much more manageable. About like my Zmax now!
>
> Anyone know how to calibrate an airspeed using a water manometer?
> I
> have the basic info but cannot find a calibration chart. Herb in
> Ky
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Altitude goal |
--> Kolb-List message posted by: "Silver Fern Microlights Ltd" <kiwimick@sfmicro.fsnet.co.uk>
Yep done 11 200 feet in our 582 powered Xtra earlier this year, a superb
view made even better.
Kiwi
----- Original Message -----
From: "Richard Pike" <richard@bcchapel.org>
Subject: Re: Kolb-List: Altitude goal
> --> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
> I did it a few years ago in the MKIII, it was a warm summer day, late
> afternoon, dead calm, and I had the half-doors on. Took off and headed
> west
> toward a quiet general aviation airport. When I got there, I was at 10,000
> feet, it was about 50 degrees out and smooth as glass the whole way. Since
> I was over an airport, I tuned in unicom to monitor for other traffic, and
> to avoid any issue with over cooling the engine, I just turned it off,
> glided the whole way down.
>
> Super experience. With the cockpit mostly open, slow flight just above
> stall was very quiet, speeding up and doing wing overs was a gas, and the
> whole thing was great.
>
> Had all the airspace to myself, and when I got down to pattern altitude,
> you could even listen for other traffic audibly, not just on unicom.
> Landed
> deadstick, coasted off at a taxiway, cranked it up and went home. And you
> are so right, it was really fun.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> At 07:12 AM 11/8/2004 -0500, you wrote:
>
>>--> Kolb-List message posted by: Airgriff2@aol.com
>>
>>Just wanted to share a beautiful flight that I had yesterday. Weather was
>>great, sun, warm, winds 180* at 10. I decided to take my MK3 C. up to
>>10,000 ft.
>
> <snip>
>
>> I
>>would suggest to anyone on the list who hasn't experienced this, that if
>>they
>>have ever thought of trying it, to go ahead and go for it . If you do,
>>let us
>>know what you thought of your flight and tell us how it went. OK lets
>>start an
>>exclusive 10,000 ft. membership club ? Who's been there? I know the 2
>>Johns
>>have! Anyone else ?
>>
>>Fly Safe
>>Bob Griffin
>>PS. I didn't send this in to brag, I just wanted to share my experience of
>>accomplishing something I have wanted to do and it was FUN !!!
>
>
>
Message 14
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| Subject: | Microair 760 in a Kolb |
--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Hello all,
Anyone using a Microair 760 or the like in a MKIII or any Kolb? I was
wondering how the built in intercom worked and what you liked about the
radio? Thanks
Giovanni
MKIII/912 80566
Do not archive
Message 15
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| Subject: | Re: Fuel consumption of a MK3 with Rotax 582? |
--> Kolb-List message posted by: "Silver Fern Microlights Ltd" <kiwimick@sfmicro.fsnet.co.uk>
Hi all,
Re Xtra/Jabiru, I have choose this pairing as in the U/K we have some very
stringent airworthiness regulations and weight limits.
The NEW Jabiru is a much better unit than the older ones.
If we could possibly fit a 912 and stay within the max weight of 891 lb we
would, also we would have to invest lots of extra cash to conduct a full
spin test schedule and that is just not possibe, so if we are to stay within
the definition of a microlight at the moment we have to be committed to
getting the jab to work well. Plus it looks better and costs much less than
a 912.
If the builder wants, they can register the Xtra as a Group A aircraft which
is the same catagory as a Cessna 150.
In this group the max weight is allowed at 1000 lb and we would not be
required to conduct spin testing therefor a 912 could be fitted.
Kiwi
----- Original Message -----
From: "PATRICK LADD" <pj.ladd@btinternet.com>
Subject: Re: Kolb-List: Fuel consumption of a MK3 with Rotax 582?
> --> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
>
> Patrick, the kolb was not designed for speed. >>
>
> Hi Robert,
> neither were most of its contemporaries. It is a product of its time and
> none the worse for that, but the ultralight, like everything else has
> moved
> on.
> Personally I like something a little different and the Kolb is certainly
> that. No doubt that is why I built a Challenger. There were no other
> pusher
> designs and certainly nothing with that performance in the UK at that
> time.
> Now I could choose any of half a dozen a/c with 100 mph performance, the
> Jabiru with 130, the Banbi with even more, but I dont think that is what
> ultralight flying is all about. We are a long way from the cheap, low and
> slow, philosophy we started out with but no one would now buy a
> Quicksilver
> any more than they would buy a Model T Ford. Expectations have moved on.
> The trouble is that with the exception of the Kolb all the other designs
> are
> basically the same. They all look alike and perform in a similar manner.
> I am going for the Kolb because it is different and the price I pay,
> willingly, is that it will not cruise at 100 mph . I expect however to
> cruise around 80 mph in a comfortable, economic a/c with an engine which
> will start on demand and run until I switch it off and not consume
> enormous
> quantities of fuel while doing it.
>
> That 20 mph drop in cruise speed is what I am willing to trade for being
> different. Vive la difference!
>
> Cheers
>
> Pat
>
>
>
Message 16
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
I was heading for Mingus Mountain (around 8,000') last year in my old MK III -
582. The area around there is pretty rough so I wanted plenty of altitude and
I climbed to over 9,000'. Then I thought, "gee I'm pretty close to 10k so...."
I kept climbing. When I got to 10,000' I wasn't sure if my altimeter was reading
correctly so I turned on my GPS and kept climbing while it locked on.
When it did, both the Altimeter and the GPS read 10,200'. What a rush!!! It
was perfectly smooth and, when I turned back over the 'lowlands,' (4,000') I
found it was a loooooong way up. Eased back on the throttle but kept it around
3500 rpm and had a long coast back to Paulden.
AzDave
Do Not Archive
Message 17
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| Subject: | Fw: Worth sharing |
--> Kolb-List message posted by: "John Parker" <parker910@comcast.net>
Subject: Worth sharing
Might better read this ..
In light of the many perversions and jokes we send to one another for a
laugh, this is a little different: This is not intended to be a joke, it's not
funny, it's intended to get you thinking.
Billy Graham's daughter was interviewed on the Early Show and Jane Clayson
asked her "How could God let something like this happen?" (regarding the attacks
on Sept 11).
Anne Graham gave an extremely profound and insightful response. She said
"I believe God is deeply saddened by this, just as we are, but for years we've
been telling God to get out of our schools, to get out of our government and
to get out of our lives.
And being the gentleman He is, I believe He has calmly backed out. How
can we expect God to give us His blessing and His protection if we demand He leave
us alone?"
In light of recent events..terrorists attack, school shootings, etc. I
think it started when Madeleine Murray O'Hare (she was murdered, her body found
recently) complained she didn't want prayer in our schools, and we said OK.
Then someone said you better not read the Bible in school . the Bible says
thou shalt not kill, thou shalt not steal, and love your neighbor as yourself.
And we said OK.
Then Dr. Benjamin Spock said we shouldn't spank our children when they
misbehave because their little personalities would be warped and we might damage
their self- esteem (Dr. Spock's son committed suicide). We said an expert should
know what he's talking about. And we said OK.
Now we're asking ourselves why our children have no conscience, why they
don't know right from wrong, and why it doesn't bother them to kill strangers,
their classmates, and themselves.
Probably, if we think about it long and hard enough, we can figure it out.
I think it has a great deal to do with "WE REAP WHAT WE SOW."
Funny how simple it is for people to trash God and then wonder why the
world's going to hell. Funny how we believe what the newspapers say, but question
what the Bible says.
Funny how you can send 'jokes' through e- mail and they spread like wildfire
but when you start sending messages regarding the Lord, people think twice
about sharing.
Funny how lewd, crude, vulgar and obscene articles pass freely through
cyberspace, but public discussion of God is suppressed in the school and workplace.
Are you laughing?
Funny how when you forward this message, you will not send it to many on
your address list because you're not sure what they believe, or what they WILL
think of you for sending it. Funny how we can be more worried about what other
people think of us than what God thinks of us.
Pass it on if you think it has merit. If not then just discard it... no
one will know you did. But, if you discard this thought process, don't sit back
and complain about what bad shape the world is in!!
FRIENDS!!!
Message 18
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--> Kolb-List message posted by: ghaley@wt.net
It's been a few years ago but I made 13,000 in my Kolb Mark
IIIc/912. It didn't seem to take that long as I remember
and it was still climbing. I might just go out and try it
again, just for kicks.
GH
Houston
Message 19
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| Subject: | Re: Fw: Worth sharing |
--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
It may or may not be worth sharing, but this isn't the place to share it.
AzDave
Do Not Archive
----- Original Message -----
From: "John Parker" <parker910@comcast.net>
Subject: Kolb-List: Fw: Worth sharing
>
Message 20
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| Subject: | Re: Microair 760 in a Kolb |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
> Hello all,
>
> Anyone using a Microair 760 or the like in a MKIII or any Kolb? I was
> wondering how the built in intercom worked and what you liked about the
> radio? Thanks
>
>
> Giovanni
> MKIII/912 80566
>
> Do not archive
>
>
> Giovanni,
I have heard from the Sonex list that the Microair has a hot microphone, not
voice accuated, those who have used the built in intercom and than added a
voice accuated one later preffered the later.
Denny Rowe, Mk-3
Message 21
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--> Kolb-List message posted by: Airgriff2@aol.com
OK guys. From all the replies to my flight to 10,000 ft. it sounds like I
started something. I'll keep a list of pilots who have achieved this and will
come up with certificates for them. But "come on guys" this is a Kolb List. You
need to do it flying your Kolb! It is 10,000ft AGL. which must be reached. So
far I have: Kiwi, Richard P., & Dave Pelletier.
Fly safe
Bob Griffin
Message 22
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| Subject: | Re: Fw: Worth sharing |
--> Kolb-List message posted by: "Edward Chmielewski" <edchmiel@mindspring.com>
John,
There've been no 'perversions' shared on this list. Now's not the time
to start. Kolb only, OK?
Do not archive.
Ed in JXN
MkII/503
----- Original Message -----
From: "John Parker" <parker910@comcast.net>
Subject: Kolb-List: Fw: Worth sharing
> --> Kolb-List message posted by: "John Parker" <parker910@comcast.net>
>
>
> Subject: Worth sharing
>
>
> Might better read this ..
>
>
> In light of the many perversions and jokes we send to one another for
a laugh, this is a little different:
This is not intended to be a joke, it's not funny, it's intended to get you thinking.
>
>
> Billy Graham's daughter was interviewed on the Early Show and Jane Clayson
asked her "How could God let
something like this happen?" (regarding the attacks on Sept 11).
Message 23
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--> Kolb-List message posted by: "Terry Swartz" <tswartz@hydrosoft.net>
Ok,
I had my MK III 912 up to 12,500 and it was still climbing at 300 fpm. I had
my wife along and she was so inspired she painted this painting.
http://juliaswartz.com/Giclee_Pages/Above%20the%20Clouds.htm
We saw a big passenger jet not far away at the same flight level headed
toward Philadelphia. I have pictures somewhere and I will post them if I
find them.
Terry Swartz
www.juliaswartz.com
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Airgriff2@aol.com
Subject: Kolb-List: 10,000 ft. club
--> Kolb-List message posted by: Airgriff2@aol.com
OK guys. From all the replies to my flight to 10,000 ft. it sounds like I
started something. I'll keep a list of pilots who have achieved this and
will
come up with certificates for them. But "come on guys" this is a Kolb List.
You
need to do it flying your Kolb! It is 10,000ft AGL. which must be reached.
So
far I have: Kiwi, Richard P., & Dave Pelletier.
Fly safe
Bob Griffin
Message 24
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| Subject: | Re: Fw: Worth sharing |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
Agreed, let's keep it to aviation. -BB do not archive
On 8, Nov 2004, at 6:12 PM, Dave & Eve Pelletier wrote:
> --> Kolb-List message posted by: "Dave & Eve Pelletier"
> <pelletier@cableone.net>
>
> It may or may not be worth sharing, but this isn't the place to share
> it.
>
> AzDave
>
> Do Not Archive
>
> ----- Original Message -----
> From: "John Parker" <parker910@comcast.net>
> To: "john parker" <parker910@comcast.net>
> Subject: Kolb-List: Fw: Worth sharing
>>
>
>
Message 25
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| Subject: | Re: 10,000 ft. club |
--> Kolb-List message posted by: Timandjan@aol.com
In a message dated 11/8/04 6:25:25 PM, Airgriff2@aol.com writes:
> --> Kolb-List message posted by: Airgriff2@aol.com
>
> OK guys. From all the replies to my flight to 10,000 ft. it sounds like I
> started something.=A0 I'll keep a list of pilots who have achieved this and
> will
> come up with certificates for them. But "come on guys" this is a Kolb List.
> You
> need to do it flying your Kolb!=A0 It is 10,000ft AGL. which must be reached.
> So
> far I have: Kiwi, Richard P., & Dave Pelletier.
> Fly safe
> Bob Griffin
>
>
I took my Firestar2 up to 10,700 last year, what a trip.
Thanks
Tim
Message 26
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| Subject: | Coolant in the rotary valve reservois 582 |
--> Kolb-List message posted by: Tomsplane@aol.com
Yes, had a similar experience at Oshkosh 1993. Brand new, probably
100 hrs, on 582. Coolant was being pumped back out the rotary valve
reservoir (the little oil tank). There is a seal or a couple seals
between water pump impeller and rotary valve pump. Both systems share
the same shaft. If that seal goes, coolant will be forced into the
rotary valve oil system and out the little tank.
Hi Guys,
Thanks to John Hauck,He knows his stuff. I checked with a Rotax dealer and
he is sending me the seal and gasket to remedy my problem. Thanks John.
Tom G. MKIII 259TG
Do not
Message 27
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--> Kolb-List message posted by: Tomsplane@aol.com
OK guys. From all the replies to my flight to 10,000 ft. it sounds like I
Started something. I'll keep a list of pilots who have achieved .......
Hi Guys,
Add me to the list. Last summer I posted my story of attaining 14,200 in my
MKIII while trying to cool off in a wet T-shirt after unloading rock on the
road to my hangar. I was going to 15000 but was so cold that I descended.
Tom Guidroz 259TG Rotax 582
Houma La.
Do not archive
Message 28
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| Subject: | Re: Fw: Worth sharing |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
John,
Thanks for posting that story, those folks in that Airbus really deserve the
kudos.
God Bless em!
My Mk-3 is put away for the winter and I am hoping to do a leak down test on
the 690L and maybe install slightly bigger fuel cans.
Also have to get some sort of hanger built here at home.
There, now its Kolb related.
Denny Rowe
do not archive
Message 29
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| Subject: | Re: Fw: Worth sharing |
--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
John,
Thanks for posting that story, those folks in that Airbus really deserve the
kudos.
God Bless em!
My Mk-3 is put away for the winter and I am hoping to do a leak down test on
the 690L and maybe install slightly bigger fuel cans.
Also have to get some sort of hanger built here at home.
There, now its Kolb related.
Denny Rowe
do not archive
Message 30
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--> Kolb-List message posted by: "Denny Rowe" <rowedl@highstream.net>
Guys,
Sorry about that last reply, I got John and Patricks posts mixed up. Figured it
out as I hit the send button.
I thought I was replying to the Airbus missile story.
I guess oldtimers disease is setting in at age 37. :-(
Anyway, thanks Patrick, and John, lets keep it aviation oriented here at Kolb central.
Do not archive.
Denny
Message 31
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| Subject: | Using "EIS" on 912ULS?? |
--> Kolb-List message posted by: HShack@aol.com
If anyone is using this setup, I have a couple of questions.
1. How do you connect the red & white CHT wires to the [2] existing CHT
senders on the engine? Does the red wire go to engine ground & the white to
the sender?
2. There are two tach. leads on the engine. Do I ground one & run the
other to the EIS?
Yeah, I know- call Grand Rapids Tech., but if I don't find out tonight I
won't get any sleep.
Howard Shackleford
FS II
SC
Message 32
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|
| Subject: | Using "EIS" on 912ULS?? |
--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Howard,
The red and white cht wires run all the way to the EIS. Yes one of the
tach wires goes to ground. Sleep tight.:)
Giovanni
MKIII/912 80566
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of
HShack@aol.com
Subject: Kolb-List: Using "EIS" on 912ULS??
--> Kolb-List message posted by: HShack@aol.com
If anyone is using this setup, I have a couple of questions.
1. How do you connect the red & white CHT wires to the [2] existing
CHT
senders on the engine? Does the red wire go to engine ground & the
white to
the sender?
2. There are two tach. leads on the engine. Do I ground one & run
the
other to the EIS?
Yeah, I know- call Grand Rapids Tech., but if I don't find out tonight
I
won't get any sleep.
Howard Shackleford
FS II
SC
Message 33
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| Subject: | VW Engine Mount and Stuff |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
I have my old VW engine mount, Diehl accessory case, and an old four pipe exhaust
system that I would like to get some money out of or at least have people use
to try a VW on their airplanes. The old VW engine mount adapts the VW to the
stock Kolb engine mount. Note! you need to use the Diehl accessory case with
this adapter. This mount is fine for a direct drive VW but when used with a reduction
drive it moves the thrust line up from the standard Rotax thrust line
by 6 inches. In normal flight it isn't a problem but on takeoff where you may
see close to 600lbs of thrust it is. I had to limit the total pilot/passenger
weight to 350lbs to be able to rotate. I also noticed that one of the rubber
vibration dampers was starting to separate after 200 hours of use so one would
need to change them every so often. If someone wants to hang up to a 84" prop
on a redrive VW for super thrust this would be just the ticket.
The Diehl accessory case is used to mount a alternator, starter in the 6 o'clock
position, magneto if you choose to use one, remote oil filter, and any thing
else you choose to bolt to it. Note! If you want to mount a starter you will
need a 6 volt style flywheel. I also cut all the mounting ears off the case to
reduce the weight.
The exhaust is a four pipe unequal length system with no mufflers.
I have my new engine mount welded and the engine is mounted to test out major systems
fit. I have sent photos with a diagram to the Kolb share. In a day or so
I will weigh the engine package and let you know. There is no going back so
I will not need the old engine mount and stuff.
I have gotten long winded but I wanted to describe what is available. I'm looking
for suggestions. I want other people to try VWs on their Kolbs. Maybe I could
get a deposit for this stuff and a bunch of people could try a VW on their
airplanes using it. Borrow your buddies dune buggy motor, put a reduction drive
on it and a few other parts and try it? Once you try it you can put most of
the $14,000 you might have spent on that 4 stroke Rotax back in your pocket and
buy a VW. For the cost a Rotax gasket set or a 2 stroke rebuild you can put
a VW on your Kolb (Kolbra, MKIIIc or x). You will like the VW on your airplane.
If there isn't any interest I will put it on E-bay and get what I can. Let me
know what you think.
Rick Neilsen
Redrive VW powered MKIIIc
Message 34
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--> Kolb-List message posted by: "Richard Swiderwski" <rswiderski@earthlink.net>
Hey Bob,
I took my Cuyuna powered UltraStar up to 11600ft one hot summer Fl
day wearing a snowmobile suit. The plane was having fun but the old engine
was jetted at 1050 EGT so it just got too rich & wanted to stop running. It
was the ist time I saw the atlantic & gulf coasts at the same time. I too
glided down with engine shut off. It definitely was one of the most
memorial flights in my life, over 2 miles up & hanging out in the open.
When I get my turbo Geo Metro engine going I'll want to see how far her
limit or maybe my limit is, either one will be illeagle as 10k is our legal
limit. I wonder if one can get permission to do that on a one time basis?
Richard Swiderski
Engineless slingshot that's now moldy looking-
Do not archive
----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Airgriff2@aol.com
Subject: Kolb-List: Altitude goal
--> Kolb-List message posted by: Airgriff2@aol.com
Just wanted to share a beautiful flight that I had yesterday. Weather was
great, sun, warm, winds 180* at 10. I decided to take my MK3 C. up to
10,000 ft.
The highest I had been before was around 5000 ft. After putting on an extra
layer of clothes and leather jacket, I was off at 12:10. I held sort of a
cruise climb of around 300 fpm., keeping my 618 around 6000 rpm and 55mph.
Passing
through a few bumps between 5-7000 ft., above 8000 ft. it was like you were
not even moving and smooth as glass. My VSI held 0 at 9600 ft. so I came up
to
6200 rpm brought the nose up to climb and at about 45 mph I was seeing 50
fpm.
Not wanting to go full throttle just to achieve my goal, I lowered the nose
until I saw 60 mph and then came back to 45 to gain another 100 ft. I did
this
a few times and finally reached 10,000 ft..AGL. Each time I lowered the
nose
to 60 mph it would start to decend. Not sure if I was seeing the ceiling
limit for my plane or possibly in sink at that point ? I relaxed at that
point,
congratulated myself for accomplishing my mission, and banked over to take
some photos of the Catskill Mts. and the airport below. Glad I had the
extra
clothes on as it was 23*. Checked my watch, 12:40.(30 min. climb). Keeping
a
little power in so as to not cool the engine to much, I started my decent
out of
10,000, 700 - 1000 fpm. down. What a beautiful flight and experience. I
would suggest to anyone on the list who hasn't experienced this, that if
they
have ever thought of trying it, to go ahead and go for it . If you do, let
us
know what you thought of your flight and tell us how it went. OK lets start
an
exclusive 10,000 ft. membership club ? Who's been there? I know the 2 Johns
have! Anyone else ?
Fly Safe
Bob Griffin
PS. I didn't send this in to brag, I just wanted to share my experience of
accomplishing something I have wanted to do and it was FUN !!!
Message 35
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| Subject: | Re: WHOOPS aka Airbus story |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
The pax on that heroic flight were so grateful they SUED the airline!!
Getting about $12,000 each.
I can't make a comment that be appropriate here.
do not archive
Bob N.
http://www,angelfire.com/rpg/ronoy/
Message 36
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| Subject: | Re: WHOOPS---ERROR ERROR |
--> Kolb-List message posted by: "Bob N." <ronoy@shentel.net>
I had the missile incident ge-mixed with the outa-fuel-and-gliding to
Azores feat.
Being sent to bed without ice cream....bwaaah
Bob N.
do not archive
Message 37
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| Subject: | Re: 10,000 ft. club |
--> Kolb-List message posted by: WillUribe@aol.com
Greetings from Tennessee;
Dave Rains and I have been to over 10,000 ft in our FireStars to get over
some mountains but we were only about 1,000 ft AGL.
Last Saturday I did my first cross country in over a year. Took my FireStar
to an airport in the mountains with an altitude of almost 7,000 feet. The
around trip took 2:25 hours and 156 miles. I had a 6 gallon fuel tank in the back
seat, refuel when I got to my destination before heading back home.
I forgot the reset the fuel quantity on the EIS after I refueled. So when the
EIS warning light came on it got my attention real fast as I was turning
final at my home airport.
The low oil light was flickering as I was running low on 2 cycle oil but Dave
flew behind me and said I had enough oil to get home.
Sure is nice to be flying again.
Regards,
Will Uribe
El Paso, TX (but working in Spring Hill, TN)
FireStar II N4GU
C-172 N2506U
http://home.elp.rr.com/airplane/
Do not Archive
Message 38
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--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Richard,
18000 and up is class A controlled with IFR equip aircraft and IFR cert
pilot. So I thought 17999 was the limit. Can some one clarify? Thanks
Giovanni
MKIII/912 80566
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Richard
Swiderwski
Subject: RE: Kolb-List: Altitude goal
--> Kolb-List message posted by: "Richard Swiderwski"
--> <rswiderski@earthlink.net>
Hey Bob,
I took my Cuyuna powered UltraStar up to 11600ft one hot summer
Fl day wearing a snowmobile suit. The plane was having fun but the old
engine was jetted at 1050 EGT so it just got too rich & wanted to stop
running. It was the ist time I saw the atlantic & gulf coasts at the
same time. I too glided down with engine shut off. It definitely was
one of the most memorial flights in my life, over 2 miles up & hanging
out in the open. When I get my turbo Geo Metro engine going I'll want to
see how far her limit or maybe my limit is, either one will be illeagle
as 10k is our legal limit. I wonder if one can get permission to do
that on a one time basis?
Richard Swiderski
Engineless slingshot that's now moldy looking-
Do not archive
----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of
Airgriff2@aol.com
Subject: Kolb-List: Altitude goal
--> Kolb-List message posted by: Airgriff2@aol.com
Just wanted to share a beautiful flight that I had yesterday. Weather
was
great, sun, warm, winds 180* at 10. I decided to take my MK3 C. up to
10,000 ft.
The highest I had been before was around 5000 ft. After putting on an
extra
layer of clothes and leather jacket, I was off at 12:10. I held sort of
a
cruise climb of around 300 fpm., keeping my 618 around 6000 rpm and
55mph. Passing
through a few bumps between 5-7000 ft., above 8000 ft. it was like you
were
not even moving and smooth as glass. My VSI held 0 at 9600 ft. so I
came up to
6200 rpm brought the nose up to climb and at about 45 mph I was seeing
50 fpm.
Not wanting to go full throttle just to achieve my goal, I lowered the
nose
until I saw 60 mph and then came back to 45 to gain another 100 ft. I
did this
a few times and finally reached 10,000 ft..AGL. Each time I lowered the
nose
to 60 mph it would start to decend. Not sure if I was seeing the
ceiling
limit for my plane or possibly in sink at that point ? I relaxed at
that point,
congratulated myself for accomplishing my mission, and banked over to
take
some photos of the Catskill Mts. and the airport below. Glad I had the
extra
clothes on as it was 23*. Checked my watch, 12:40.(30 min. climb).
Keeping a
little power in so as to not cool the engine to much, I started my
decent out of
10,000, 700 - 1000 fpm. down. What a beautiful flight and experience.
I
would suggest to anyone on the list who hasn't experienced this, that if
they
have ever thought of trying it, to go ahead and go for it . If you do,
let us
know what you thought of your flight and tell us how it went. OK lets
start an
exclusive 10,000 ft. membership club ? Who's been there? I know the 2
Johns
have! Anyone else ?
Fly Safe
Bob Griffin
PS. I didn't send this in to brag, I just wanted to share my experience
of
accomplishing something I have wanted to do and it was FUN !!!
Message 39
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--> Kolb-List message posted by: "Giovanni Day" <gde01@bellsouth.net>
Anyone see this?
http://jrjung.0catch.com/Original.html
Giovanni
MKIII/912 80566
Do not archive
Message 40
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| Subject: | Re: VW Engine Mount and Stuff |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I am very interested in your pictures. When my 582 gets up to TBO, I will
probably try something else in the VW price range.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 10:48 PM 11/8/2004 -0500, you wrote:
>--> Kolb-List message posted by: "Richard & Martha Neilsen"
><NeilsenRM@comcast.net>
>
>I have my old VW engine mount, Diehl accessory case, and an old four pipe
>exhaust system that I would like to get some money out of or at least have
>people use to try a VW on their airplanes. The old VW engine mount adapts
>the VW to the stock Kolb engine mount. Note! you need to use the Diehl
>accessory case with this adapter. This mount is fine for a direct drive VW
>but when used with a reduction drive it moves the thrust line up from the
>standard Rotax thrust line by 6 inches. In normal flight it isn't a
>problem but on takeoff where you may see close to 600lbs of thrust it is.
>I had to limit the total pilot/passenger weight to 350lbs to be able to
>rotate. I also noticed that one of the rubber vibration dampers was
>starting to separate after 200 hours of use so one would need to change
>them every so often. If someone wants to hang up to a 84" prop on a
>redrive VW for super thrust this would be just the ticket.
>
>The Diehl accessory case is used to mount a alternator, starter in the 6
>o'clock position, magneto if you choose to use one, remote oil filter, and
>any thing else you choose to bolt to it. Note! If you want to mount a
>starter you will need a 6 volt style flywheel. I also cut all the mounting
>ears off the case to reduce the weight.
>
>The exhaust is a four pipe unequal length system with no mufflers.
>
>I have my new engine mount welded and the engine is mounted to test out
>major systems fit. I have sent photos with a diagram to the Kolb share. In
>a day or so I will weigh the engine package and let you know. There is no
>going back so I will not need the old engine mount and stuff.
>
>I have gotten long winded but I wanted to describe what is available. I'm
>looking for suggestions. I want other people to try VWs on their Kolbs.
>Maybe I could get a deposit for this stuff and a bunch of people could try
>a VW on their airplanes using it. Borrow your buddies dune buggy motor,
>put a reduction drive on it and a few other parts and try it? Once you try
>it you can put most of the $14,000 you might have spent on that 4 stroke
>Rotax back in your pocket and buy a VW. For the cost a Rotax gasket set or
>a 2 stroke rebuild you can put a VW on your Kolb (Kolbra, MKIIIc or x).
>You will like the VW on your airplane. If there isn't any interest I will
>put it on E-bay and get what I can. Let me know what you think.
>
>Rick Neilsen
>Redrive VW powered MKIIIc
>
>
Message 41
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| Subject: | Re: Using "EIS" on 912ULS?? |
--> Kolb-List message posted by: HShack@aol.com
In a message dated 11/8/2004 10:14:14 PM Eastern Standard Time,
gde01@bellsouth.net writes:
The red and white cht wires run all the way to the EIS.
Yeah, but on OTHER end of the red & white wires, where do they go? I know
how to hook them up if using the ring under a spark plug, but what to do with
the "existing CHT probe" on cylinders 2 & 3.? There is only one place to
connect a wire on each probe.
Howard Shackleford
FS II
SC
Message 42
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| Subject: | 912 UL engine problem, the answer |
Seal-Send-Time: Mon, 8 Nov 2004 20:33:36 -0500
--> Kolb-List message posted by: "H MITCHELL" <mitchmnd@msn.com>
Called Lockwood first thing this AM. Told them about my #1 cylinder sooting up
it's spark plug. Their advice? Take it up and fly it around for a while at 5,000
rpm and it will clean it self. I did and it did. From now on the only time
I go below 5K will be between the hangar and the departure threshold (maybe a
little lower for landings).
John H. has always said to keep 'em rev'd they love it but I did not know that
idling was all that bad.
Living and learning,
Duane the plane Tallahassee, FL, Mk3c/912, 18 Hrs
do not archive
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