Today's Message Index:
----------------------
1. 01:59 AM - Re: UL crash video (PATRICK LADD)
2. 02:30 AM - Re: Re: Re: UL crash video (PATRICK LADD)
3. 02:33 AM - Re: BRS use- Re: Re: UL crash video (PATRICK LADD)
4. 06:00 AM - Re: UL crash video (John Hauck)
5. 06:21 AM - Re: Re: Re: UL crash video (John Hauck)
6. 06:58 AM - Re: Re: UL crash video (Chuck Stonex)
7. 07:04 AM - Re: UL crash video (George E. Myers Jr.)
8. 07:06 AM - Re: UL crash video (John Jung)
9. 07:08 AM - Re: Re: Re: UL crash video (Larry Bourne)
10. 07:19 AM - Cows & Kolbs (Jack B. Hart)
11. 07:40 AM - Geo engine (flykolb)
12. 08:45 AM - Re: Re: Re: UL crash video (PENGUIN)
13. 08:50 AM - Re: Re: UL crash video (Arksey@aol.com)
14. 08:55 AM - Re: Re: UL crash video (Arksey@aol.com)
15. 09:17 AM - Re: Re: Re: UL crash video (Ron)
16. 09:36 AM - Re: Geo engine (Ron)
17. 10:06 AM - Re: FireFly Getting Around (Jack B. Hart)
18. 03:04 PM - Kolb Database Problems (dama)
19. 03:39 PM - MK III X FLYING CHARACTERISTICS WITH A PASSENGER (Jim Ballenger)
20. 04:25 PM - Re: Geo engine (Richard & Martha Neilsen)
21. 06:06 PM - Re: MK III X FLYING CHARACTERISTICS WITH A PASSENGER (John Hauck)
22. 06:06 PM - Re: Engine (Don Martin)
23. 10:55 PM - Re: Engine (Richard Pike)
24. 11:13 PM - Re: MK III X FLYING CHARACTERISTICS WITH A PASSENGER (Richard Pike)
25. 11:13 PM - Re: Geo engine (Richard Swiderski)
Message 1
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Hi All,
I noticed that several of the `saves` on the BRS page listed airobatics as
the reason for the emergency.
I am surprised that anyone daft enough to airobat an ultralight had the
sense to fit a `chute. Unless it was part of a proper test programme of
course.
Pat
do not archive
Message 2
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| Subject: | Re: Re: UL crash video |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
shoot for the approach end of the field,>>
Hi,
if I remember my gliding training the search for a field started with `Size,
shape and slope`
Added swiftly to that was `wires`.
After that, and if there is time, my personal list then added
`Care`(can I land close enough to get help, a house or a farmworker in case
I screw up)
`Can` I fly out again.
`Cows` because cows eat small airplanes. They love the dope.
Lastly, it is better to roll into the far hedge at 20 knots than fly into
the near one at 40.
Of course there was more time for decisions in a glider but the basis is
valid. I think.
I must say when I flew last night I remembered that damned video and flew
about a 1000ft higher than usual and kept a sharp eye out for landable
fields.
Cheer
Pat
do not archive
Message 3
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| Subject: | BRS use- Re: Re: UL crash video |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
As for the video of that fellow crushing into trees>>
Hi All,
the argument about `what he should have done if there was time`.
Anyone any experience of crunching into trees. Is it better to stall into
the tops or fly into them?. Looking at the video again the crash didn`t look
that bad until about the last frame when the guy seemed to fall clear of the
trees and start a clear drop to the ground.
Cheers
Pat
do not archive
Message 4
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| I am surprised that anyone daft enough to airobat an ultralight had
the
| sense to fit a `chute. Unless it was part of a proper test programme
of
| course.
|
| Pat
Patrick/All:
Some of us were daft enough to fly aerobatics and also had the sense
to wear a parachute.
Whether part of a proper test program or not, very useful information
was obtained in most cases where an airframe or component failed.
john h
DO NOT ARCHIVE
Message 5
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| Subject: | Re: Re: UL crash video |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| `Cows` because cows eat small airplanes. They love the dope.
| I must say when I flew last night I remembered that damned video and
flew
| about a 1000ft higher than usual and kept a sharp eye out for
landable
| fields.
|
| Cheer
|
| Pat
Patrick/All:
You are talking ancient history reference "cows eating small
airplanes". I can not speak for cotton/linen covered, doped fabric,
but polyester and Stitts are not appetizing to cows. I can speak from
experience on this subject. My airplanes have been living and flying
with cows since 1984. On one occassion I discovered the teeth marks
of a new calf on the trailing edge of the elevators of my Ultrastar.
He did the taste test, decided it was not as good as mother's milk and
grass. Never had any other problems with them.
Seems the video did do someone some good. Got you up to a little
higher altitude.
john h
MKIII
DO NOT ARCHIVE
Message 6
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: "Chuck Stonex" <cstonex@msn.com>
now his wife is saying "I TOLD YOU YOU WOULD GET HURT! YOU NEVER LISTEN TO
ME!!!"
CHUCK S
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| The fellow was a 100-hr Cessna driver, and low-time UL pilot (first
flight
| in his QS was 8/6/2005). -- Robert
Robert L/Gang:
Seems he was also a low-time Cessna driver.
john h
MKIII
DO NOT ARCHIVE
Message 7
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: "George E. Myers Jr." <gmyers@corridor.net>
Actually in 1984 Quicksilver built around 80 super acrobatic
ultralights, with double cambered wings and beefed up tubes & wires,
one of which (#5) I have owned & flown for the past 2 years. I have
done hundreds of loops, rolls, spirals and flown upside down (as long
as I could stand it). The plane is rated plus or minus 9 G's. It all
works great & has been loads of fun. The biggest problem I have had
has been finding a good pumper carb.
George
Do Not Archive
At 09-07-2005, you wrote:
>--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
>
>Hi All,
>I noticed that several of the `saves` on the BRS page listed airobatics as
>the reason for the emergency.
>
>I am surprised that anyone daft enough to airobat an ultralight had the
>sense to fit a `chute. Unless it was part of a proper test programme of
>course.
>
>Pat
>
>do not archive
>
>
>--
George E. Myers Jr.
San Marcos Tx.
http://www.geohome.sytes.net
gmyers@corridor.net
--
Message 8
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: John Jung <jrjungjr@yahoo.com>
Group,
I owned two Quicksilvers before getting a Kolb, and here is what I think after
seeing the video:
The pilot was too low over the trees. At the point his engine quit, he had no choice,
he was not going to aviod the trees.
He did not immediately put the stick forward and his stall started two seconds
after the engine quit.
I believe that he would not have hit the trees as hard if he had maintained control
and flaired into the trees. But we didn't see the rest of the crash, and
couldn't tell if he hit the ground and how much of his injuries were caused by
that.
John Jung
Currently visiting Wisconsin and away from my Firestar
Message 9
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| Subject: | Re: Re: UL crash video |
--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Kinda kills the idea of low and slow, doesn't it, Pat ??
Lar. Do not Archive.
Larry Bourne
Palm Springs, CA
Building Kolb Mk III
N78LB Vamoose
www.gogittum.com
----- Original Message -----
From: "PATRICK LADD" <pj.ladd@btinternet.com>
Subject: Re: Kolb-List: Re: Re: UL crash video
> --> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
>
>
> I must say when I flew last night I remembered that damned video and flew
> about a 1000ft higher than usual and kept a sharp eye out for landable
> fields.
>
> Cheer
>
> Pat
>
> do not archive
>
>
>
Message 10
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--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
FireFlyers & Kolbers,
Being new in the Winchester, Indiana area, I had to find barber. In the
course of getting my hair cut the barber asked all the important questions
that are asked in rural America. Where do you live? What do you do? What
did you do before you retired? And finally what do you do now that you are
retired?
When he found out that I flew a ultra light vehicle he related the following
story. A man south west of Winchester has his own strip and a Kolb. It
seems a neighbors cattle got out and wandered on to his property, and into
the barn/hangar. One of the heifers was in heat and took a liking to the
Kolb and mounted the front of the machine. When the owner came to reclaim
the cattle, he was shown the damaged aircraft. His comment was that "You
should have kept the barn door closed."
I have flown over his strip, but I have not met him or verified the above
story. But it seems so ridiculous that it must be true.
Jack B. Hart FF004
Winchester, IN
Do not archive
Message 11
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2.33 DATE_IN_FUTURE_12_24 Date: is 12 to 24 hours after Received: date
--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
Does anyone have a geo/metro on their Mark III Kolb and actually flying with it?
Jim
Mark III
Message 12
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| Subject: | Re: Re: UL crash video |
--> Kolb-List message posted by: PENGUIN <pengy@humboldt.net>
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
>
>Interesting discussion. I would say that the aircraft condition should not
>be taken into consideration at all. Too many people have lost their lives
>by trying to "save the plane". Forget that! Save yourself, and get a new
>plane.
Applies to all kinds of flying things.
Penguin's Paragliding Proverbs # 2:
(http://www.humboldt.net/~penguin/PROVERBS.HTM)
Land your body, not your wing.
Friend of mine made a last minute turn during approach in high winds to get his
*new* wing on a road, instead of into some low brush - which would have cost
him 45 minutes or so to get out.
Might have put a small tear or two in the wing, as well.
Cost him his life.
The wing, however, didn't have a scratch on it when we recovered it.
Penguin
Do not archive
Message 13
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: Arksey@aol.com
group,
here is statement that i copyed off the ultralight yahoo group page about
the video crash. It is interesting. Jim Swan Michigan
do not archive....
Message 14
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| Subject: | Re: UL crash video |
--> Kolb-List message posted by: Arksey@aol.com
group, i screwed up the last post, so will try again. this pertains to
video crash. jim swan michigan
The following crash report, comes from ultralight pilot Marty Lunsford, from
North Carolina. Marty suffered injuries as a result of a recent crash.
Ironically, he happened to have a video camera mounted on his plane, and running
at the time of the crash. I applaud Marty for sharing his story with everyone,
and for being candid about "mistakes" he may have made. We can all learn from
this. - Bob Comperini
Marty Lunsford's Crash
On Saturday, August 27th 2005 I took my Quicksilver MX to the Raleigh (NC)
East airport to do a little flying. On previous flights I had noticed that the
engine was only developing about 5700 RPMs at full power. It should be
hitting about 6200 RPMs, so a friend of mine, who is familiar with 2 stroke
engines and carbs, met me at the airport to see if we could tweak the engine a
little.
When I first pulled the plane out of the trailer, I noticed that I had left
the fuel valve on after the previous flight. As a result, the air filter was
saturated with fuel and oil, and it was even dripping off of the filter.
After assembling the plane we tried to start the engine. It normally only takes
a
few pulls to get the engine going, but this time it took several minutes. We
turned off the fuel valve, opened the choke, and opened the throttle to pull
lots of air through the engine. Eventually it caught, and we let it run at
about 2500 RPMs for a few minutes to warm up.
After the engine had warmed up, we ran it up to mid range, and then full
throttle to check the RPMs. It was still only hitting about 5700, so we
throttled back to idle and I went to get the Cuyuna manual while my friend held
the
plane. We looked at the diagram of the carburetor in the book, and after a
minute or two, realized that the carb on my plane was slightly different from
the carb in my book. Realizing that we weren't going to be able to make any
adjustments right then, I decided to just go fly a little.
Here is where the memories of my friend and I break down. We think we had
turned the fuel valve at the bottom of the fuel tank back on, but we're not
really sure. I had already done my preflight and walkaround, so I didn't check
the valve immediately before taxiing out to the runway. The video shows the
outcome of the flight.
I was taken away by ambulance, and the next day a couple of friends went
back out to the airport to put the wreckage back into the trailer and take it
to
my house. I asked them to check the fuel valve to see if it was on or off.
When they got to the airport, the fuel valve was OFF, but the fuel filter,
which is located between the tank and the carb, was full of fuel (it has a clear
cover). We don't know how long the engine will run with the valve in the off
position, but I suppose it could idle for several minutes, just sipping on
the fuel in the carb bowl and the filter.
However, we had the engine running at various power settings for
approximately ten minutes before I actually took off. I don't think the engine
could
possibly run that long if the valve was off, so I'm assuming we turned it back
on. But that is one of the "unknowns".
If we had turned the valve back on, then how did it get turned off before my
friends picked up the plane the next day? Well, I crashed right next to an
airport, and some of the people who came to rescue me were from the airport.
It is possible that one of them had enough airplane smarts to realize that the
fuel valve being "on" was a safety hazard. Maybe they turned it off shortly
after my crash. That would make sense, since the valve was off, but the
filter was full of fuel. Of course, all of this is just a guess.
My friends also told me that the prop turned freely, so the engine didn't
seize. They tried to start it, but it would not start.
I have also been wondering about the engine kill switch. The previous owner
of the plane told me to be careful of it because it was easy to kill the
engine when grabbing ahold of the tube by the pilots head. Looking at the video,
I clearly did not grab that tube until after the engine died, however, the
switch might have some corrosion in it which caused it to short out, or the
wire may have gotten pinched somewhere, and the vibration of the engine may have
caused it to short out.
It will be several weeks before I have recovered enough to investigate what
caused the engine failure. I'll update you when I have more info.
do not archive
Message 15
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| Subject: | Re: Re: UL crash video |
--> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
I must say when I flew last night I remembered that damned video and flew
about a 1000ft higher than usual and kept a sharp eye out for landable
fields.
Cheer
Pat
=======================
Great! it means the video is doing its job. Because of the video I
decided to get a BRS. To this point I didn't think it was needed,
that clip though changed my mind. I rather part with 4K than the
alternative, that I need it and it ain't available. :-)
Message 16
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--> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
>--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
>
>Does anyone have a geo/metro on their Mark III Kolb and actually
>flying with it?
>
>Jim
>Mark III
================================
Go to the Geo metro group on yahoo. There are a few people flying that engine.
I have decided on that engine, but can't find any. The recommended
engine is the 13 B for our type airplane the M3.
You would figure there will be many of these engines out there and yet....
Richard Siderski is converting one for his M3X but he is not yet
flying. There is another fellow who has one and he *is* flying.
Which brings up another point Great Plaines has a water cooled VW
conversion that looks real promising any thoughts on their offerings?
Message 17
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| Subject: | Re: FireFly Getting Around |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 06:29 PM 9/6/05 -0700, you wrote:
>--> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
>
>Which one was faster? :-)
>
>Ron
>Arizona
>
> Do not archive
>
>======================
>
>
>Today I rode the mower for five hours.
>
Ron,
Speed is not the issue. I like to float above the grass at 1,500 feet agl
rather than bounce along just 2 - 3 feet agl. Now if I could get equal or
more time in the FireFly than the mower, I would be a very happy
man.
Jack B. Hart FF004
Winchester, IN
Message 18
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| Subject: | Kolb Database Problems |
--> Kolb-List message posted by: "dama" <dama@mindspring.com>
Some of you have already noticed that the database is blank. I am having trouble
with publishing and it appears to be in my software. I am no techno geek and
can barely maintain the site that I have but I will try to fix it ASAP. If you
need any contacts, you may email me directly to look it up.
Thanks,
Kip
http://www.springeraviation.net/
Message 19
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| Subject: | MK III X FLYING CHARACTERISTICS WITH A PASSENGER |
--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
Fellow Kolbers
I am nearing 40 hours on my rotax 582 powered MkIII and starting to experiment
with flying different weight sand bags to simulate passenger weights. I have
flown with 60 , 120 and 180 pounds of sand in the passenger seat. I have been
changing my HZ Stab LE height to keep my trim in check. When flying solo. I
have the LE in the top hole of the 4 hole adjustable HZ Stab bracket and it flies
great. For each 60 pounds of increased weight, I am moving the LE down one
hole and so far it is working out. Has anyone else experimented with the HZ
stab incidence when flying different weights in the passenger seat?
Thanks
Jim Ballenger
Selling a FS KXP 447
Flying a MK III X 582
Virginia Beach, VA
Message 20
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Ron/All
The water cooled Greatplanes heads look to be great but at $3400 that's a
bunch of money. That would make the VW about twice as expensive as a stock
VW and with the extra weight you might be getting close to the weight of a
Subaru. Then will the engine handle the extra power for the long term. And
we really don't have a great reduction drive for the VW engine.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Ron" <CaptainRon1@cox.net>
Subject: Re: Kolb-List: Geo engine
> --> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
>
>>--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
>>
>>Does anyone have a geo/metro on their Mark III Kolb and actually
>>flying with it?
>>
>>Jim
>>Mark III
> ================================
>
> Go to the Geo metro group on yahoo. There are a few people flying that
> engine.
>
> I have decided on that engine, but can't find any. The recommended
> engine is the 13 B for our type airplane the M3.
> You would figure there will be many of these engines out there and yet....
>
> Richard Siderski is converting one for his M3X but he is not yet
> flying. There is another fellow who has one and he *is* flying.
>
> Which brings up another point Great Plaines has a water cooled VW
> conversion that looks real promising any thoughts on their offerings?
>
>
>
Message 21
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| Subject: | Re: MK III X FLYING CHARACTERISTICS WITH A PASSENGER |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Has anyone else experimented with the HZ stab incidence when flying
different weights in the passenger seat?
Hi Jim B/Gang:
Don't know about the Xtra, but I knew I needed some help with pitch
trim based on experience flying passengers in the Factory MKIII. When
I built my MKIII, Jim Hauck and I came up with 4130 mounting fittings
that allowed three difference settings.
My top setting originally was set about an inch below the top of the
tail boom. That wasn't enough, so I drilled them out and moved them
down some more. Ended leaving them set in the middle position for all
loads. That is where the airplane and I fly the best. That is where
we are the most comfortable.
Don't know that that experiement was ever done prior to ours, February
1991.
Take care,
john h
hauck's holler, alabama
MKIII - 2,371.5 hours
912ULS - 1,025.6 hours
Message 22
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--> Kolb-List message posted by: "Don Martin" <kolbdriver@hotmail.com>
Thanks for the info. Need to get a pressure tester.
What's your take on AFS (Aircraft Finishing Systems)? One nice thing about
this covering system is the lack of noxious fumes. And there will be a
workshop near me in a month or so.
Don
>From: Richard Pike <richard@bcchapel.org>
>Reply-To: kolb-list@matronics.com
>To: kolb-list@matronics.com
>Subject: Re: Kolb-List: Engine
>Date: Sun, 04 Sep 2005 07:43:19 -0400
>
>--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
>
>I would expect the engine to be in OK shape. Do a crankcase test on it just
>to be sure. You need to have a crankcase pressure tester anyway, now is a
>good time to get one.
>
>Randolph fabric coatings are great. I have used both Randolph and Stits,
>and the same techniques apply to both. IMO, Randolph coatings dry a bit
>quicker, which helps when you are applying all the tapes. This is a very
>subjective opinion, but I remember Randolph as a bit quicker to work with.
>Or maybe I was just getting old by the time I got to the Stits...
>
>Richard Pike
>MKIII N420P (420ldPoops)
>
>At 11:59 PM 9/3/05 -0700, you wrote:
>
> >--> Kolb-List message posted by: "Don Martin" <kolbdriver@hotmail.com>
> >
> >Kolb group:
> >
> >I've got a chance to pick up a 2003 Rotax 503 with oil injection for what
> >seems a reasonable price. The engine is still in its transport box.
>Would
> >problems like internal corosion or deteriorating seals have developed
>over
> >the 2 year period? What protective measures should I use if kept in
>storage
> >for another year?
> >
> >Anybody familiar with the Randolph method of coverings/paints? Good?Bad?
> >
> >Thanks
> >
> >Don
> >
> >
>
>
Message 23
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--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
No experience.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 06:06 PM 9/7/05 -0700, you wrote:
>--> Kolb-List message posted by: "Don Martin" <kolbdriver@hotmail.com>
>
>Thanks for the info. Need to get a pressure tester.
>
>What's your take on AFS (Aircraft Finishing Systems)? One nice thing about
>this covering system is the lack of noxious fumes. And there will be a
>workshop near me in a month or so.
>
>Don
Message 24
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| Subject: | Re: MK III X FLYING CHARACTERISTICS WITH A PASSENGER |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
I found it easier to modify the flap handle so that when carrying a
passenger, I could have the flap handle move to a higher position, and
reflex the flaps. That makes a huge difference in how the airplane trims
out with the extra weight.
For your first flight with a passenger, set your trim lever for a lot more
up elevator than you normally use, and do not plan to land with full flaps.
Flaps and a passenger cause a really nose down pitch. Should you need to go
around, or extend the base leg, etc., full power with a passenger and full
flaps will make you go "Hmmm..." Not a happy time.
Richard Pike
MKIII N420P (420ldPoops)
do not archive
At 06:39 PM 9/7/05 -0400, you wrote:
>--> Kolb-List message posted by: "Jim Ballenger" <ulpilot@cavtel.net>
>
>Fellow Kolbers
>I am nearing 40 hours on my rotax 582 powered MkIII and starting to
>experiment with flying different weight sand bags to simulate passenger
>weights. I have flown with 60 , 120 and 180 pounds of sand in the
>passenger seat. I have been changing my HZ Stab LE height to keep my trim
>in check. When flying solo. I have the LE in the top hole of the 4 hole
>adjustable HZ Stab bracket and it flies great. For each 60 pounds of
>increased weight, I am moving the LE down one hole and so far it is
>working out. Has anyone else experimented with the HZ stab incidence when
>flying different weights in the passenger seat?
>Thanks
>Jim Ballenger
>Selling a FS KXP 447
>Flying a MK III X 582
>Virginia Beach, VA
>
>
Message 25
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--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
Rick, Check out the SPG-2, it is very robust & affordable. See it at
http://www.airtrikes.net/engines.shtml It is being used with VW's but not
shown on that site, Vassli the importer would be happy to talk with you.
Richard Swiderski
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of Richard & Martha
Neilsen
Subject: Re: Kolb-List: Geo engine
--> Kolb-List message posted by: "Richard & Martha Neilsen"
<NeilsenRM05@comcast.net>
Ron/All
The water cooled Greatplanes heads look to be great but at $3400 that's a
bunch of money. That would make the VW about twice as expensive as a stock
VW and with the extra weight you might be getting close to the weight of a
Subaru. Then will the engine handle the extra power for the long term. And
we really don't have a great reduction drive for the VW engine.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Ron" <CaptainRon1@cox.net>
Subject: Re: Kolb-List: Geo engine
> --> Kolb-List message posted by: Ron <CaptainRon1@cox.net>
>
>>--> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
>>
>>Does anyone have a geo/metro on their Mark III Kolb and actually
>>flying with it?
>>
>>Jim
>>Mark III
> ================================
>
> Go to the Geo metro group on yahoo. There are a few people flying that
> engine.
>
> I have decided on that engine, but can't find any. The recommended
> engine is the 13 B for our type airplane the M3.
> You would figure there will be many of these engines out there and yet....
>
> Richard Siderski is converting one for his M3X but he is not yet
> flying. There is another fellow who has one and he *is* flying.
>
> Which brings up another point Great Plaines has a water cooled VW
> conversion that looks real promising any thoughts on their offerings?
>
>
>
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