Today's Message Index:
----------------------
1. 02:43 AM - Re: Kolb Quit. (PATRICK LADD)
2. 05:36 AM - Departing the list was SlingShot speeds... (Rusty)
3. 05:47 AM - other than 912 (James, Ken)
4. 06:07 AM - Re: other than 912 (robert bean)
5. 07:26 AM - Re: Kolb Quit. (Richard & Martha Neilsen)
6. 08:01 AM - Re: Kolb Kwit (robert bean)
7. 09:26 AM - Cool Wire (N27SB@aol.com)
8. 09:39 AM - Re: Kolb Quit. (Dave & Eve Pelletier)
9. 10:09 AM - Re: Kolb Quit. (PATRICK LADD)
10. 10:22 AM - Re: Re: Kolb Kwit (PATRICK LADD)
11. 10:26 AM - Re: Kolb Quit. (PATRICK LADD)
12. 11:00 AM - Re: Cool Wire (ray anderson)
13. 11:08 AM - Re: Re: Kolb Kwit (John Hauck)
14. 11:34 AM - Re: Cool Wire (N27SB@aol.com)
15. 11:59 AM - Kolb Quit/Tail Post Problems (John Hauck)
16. 12:26 PM - Re: HKS 700 engine (Jack B. Hart)
17. 12:36 PM - kolb 3 pt landing (b young)
18. 12:36 PM - 'Kolb quit?' (Ed Chmielewski)
19. 12:48 PM - Kolb TwinStar for Sale (Jack B. Hart)
20. 04:00 PM - History (John Hauck)
21. 07:40 PM - Re: Cool Wire (bryan green)
22. 08:05 PM - Re: other than 912 (woody)
23. 08:12 PM - Re: History (Richard Swiderski)
Message 1
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--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Hi John,
A typical Hauk response. Take no prisoners.
<< "Kolb Quit", a term that was recently coined by Pat Ladd,>>
Really? I thought I picked it up from the list among the many horror stories
of bent u/c legs caused by hard landings.
<< who has yet to fly his Kolb.>>
Aaarrgghhh! You had to put the knife in, didn`t you. I am very aware of the
fact and it is the reason that I am asking these questions. Soon though.
Soon!
<< All aircraft stall >>
Absolutely true my friend. However they do not all stall in the same manner.
Some just nod their noses and mush slowly down, some drop like a stone and
bite yer leg off.
<<Normally, I shoot my approaches in the Kolbs with the throttle closed, not
using power as a crutch to make the field. I believe this is good training
>>
I agree with you John. I do the same in the Challenger, for the same reason,
and I hope to become competent enough to do it in the Kolb.
<<. It also takes a lot of lateral loads off the tail post.>>
I will bear that in mind .
<<, is not like a "real" airplane>>
I dont have enough time in `real airplanes` to affect my expectations. Apart
from very limited time in a T6 , P51,Tiger Moth,Colt,Cessna.it is all
gliders and ultralights. Nothing like your hours of course
. << Any shallower approach angle is what I term a B-52 approach.>>
Yeah! We call them `bomber approaches` too.
<<Learn to fly the airplane and terms like "Kolb quit" will no longer be
a part of your vocabulary>>.
I look forward to qualifying. Thanks for your comments. That is why I asked
the question.
Cheers
Pat
do not archive
Message 2
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Subject: | Departing the list was SlingShot speeds... |
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
You're right Rick, but that seems to be how every thread with John goes.
Even when I try to agree with him, this crap starts, and I'm tired of
wasting my time with it.
My goal here was to keep people informed about the rotary engine
possibilities, but I suppose if anyone really wants to know, they can join
the rotary list, or send me an email.
Best wishes to all, and that certainly includes John.
Rusty
----------------
This has been a interesting discussion and some very good information has
been gained but it seems to be more of a pissing match now. Please take this
off the list.
Rick Neilsen
Redrive VW powered MKIIIc
Message 3
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--> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
I for one enjoy seeing other posts about engines that are not 912 so keep
them coming
Ken
-----Original Message-----
From: Rusty [mailto:13brv3c@bellsouth.net]
Subject: Kolb-List: Departing the list was SlingShot speeds...
--> Kolb-List message posted by: "Rusty" <13brv3c@bellsouth.net>
You're right Rick, but that seems to be how every thread with John goes.
Even when I try to agree with him, this crap starts, and I'm tired of
wasting my time with it.
My goal here was to keep people informed about the rotary engine
possibilities, but I suppose if anyone really wants to know, they can join
the rotary list, or send me an email.
Best wishes to all, and that certainly includes John.
Rusty
----------------
This has been a interesting discussion and some very good information has
been gained but it seems to be more of a pissing match now. Please take this
off the list.
Rick Neilsen
Redrive VW powered MKIIIc
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Message 4
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Subject: | Re: other than 912 |
--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
On 16, Sep 2005, at 8:47 AM, James, Ken wrote:
> --> Kolb-List message posted by: "James, Ken" <KDJames@berkscareer.com>
>
> I for one enjoy seeing other posts about engines that are not 912 so
> keep
> them coming
>
> Ken
>
info for curiosity seekers, taken from the yahoo engine list.
letter refers to the 1.3 suzuki conversion. This kind of installation
requires
ambition, dedication, brains and knowhow. -not for the average bear.
I have flown in both of Jaime's Geo-powered planes and am
impressed by the performance, especially of the latest one. Nessa IV
is wide and roomy, something like 46" at the elbows, and it cruises
at over 90 mph with the rpms pulled back. Nessa IV has an SDS
controller that allows +/- 50% override of the fuel delivery. It
also optimises the ignition advance, and displays the setting on the
panel. I think that this is part of the reason that Jaime can get
what sounds like an improbably low fuel burn. Also, Jaime is always
experimenting with different pulley ratios and prop settings to
optimize the package.
The SDS system allows much sharper carburetion that the two Bings
of a 912, so you can't really use that engine's fuel burn as a
comparison. I keep wishing that Rotax would supply a port injection
system because those Bings are pretty sloppy in metering fuel. They
shake around on their rubbers and are rarely in balance for long.
Because a fourstroke is very accepting of poor jetting, many owners
do not spend the time to jet correctly, and fly with whatever is
bearable. The Bings have some measure of altitude compensation by
vacuuming the float bowls, but this is no more sophisticated than
the old Mikuni homo-pressure that Suzuki used on the T500 two
strokes in 1968. .
Jaime's engine package is smooth and quiet, with none of the idle
roughness of the 912S. At fly-ins people always remark on how quiet
the plane is. I have flown in other planes powered by the 912S and
Nessa IV is a seat of the pants performance match for the 912S in
similarly-sized airframes. Keep in mind that this engine is the
single cam 8 valve engine, with the only real engine mod being a
reground cam to raise the torque peak to near 5000 rpms. The rest of
the power comes from the intake and exhaust system, plus the engine
management made possible by the SDS. Jaime is now looking for a 16
valve version, as recommended by Abid.
This engine is a true experimental because it is always being
modified. If it were my own I would be very happy with the way it is
now, but Jaime is always looking for that last bit. However he does
not go for the simplistic racing-style demon tweak that makes a
short-lived hand grenade. Instead he is optimizing cylinder filling
and combustion efficiency in the 4500-5800 rpm range. Jaime runs at
rpms similar to the Rotax and uses his planes regularly for cross-
country travel. He is a Chief Inspector for the MD-RA and saves a
lot of time getting to builders' airstrips all over Ontario when he
is doing inspections.
Jaime is not unwilling to share information either. His website
nessaaircraft.net shows most of what he has done.
-BB do not archive
Message 5
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM05@comcast.net>
Pat/all
John has a fantastic airplane but the tail loads that John talks about are
created by the modifications he made in his airplane and are not as
pronounced in stock airplane. His higher landing gear which shifts allot
more weight to the tail and that big tundra sized tail wheel likely gets
allot more grip with anything it rolls on. Together they stress the tail
more than with a stock configuration. The general rule is any modification
to an airplane is usually followed my another modification that compensates
for it. I made braces for my tail also because I felt that I would gain from
John's experience.
Also those power off, full flap landings take allot of experience by working
into them slowly. Don't get suckered into trying it in a Kolb too soon.
Those of us that have our base in GA aircraft aren't prepared for those high
angle of approach landings. Ask me how I know that.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "PATRICK LADD" <pj.ladd@btinternet.com>
Subject: Re: Kolb-List: Kolb Quit.
> --> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
>
> Hi John,
> A typical Hauk response. Take no prisoners.
>
> << "Kolb Quit", a term that was recently coined by Pat Ladd,>>
> Really? I thought I picked it up from the list among the many horror
> stories
> of bent u/c legs caused by hard landings.
>
> << who has yet to fly his Kolb.>>
> Aaarrgghhh! You had to put the knife in, didn`t you. I am very aware of
> the
> fact and it is the reason that I am asking these questions. Soon though.
> Soon!
>
> << All aircraft stall >>
> Absolutely true my friend. However they do not all stall in the same
> manner.
> Some just nod their noses and mush slowly down, some drop like a stone and
> bite yer leg off.
>
> <<Normally, I shoot my approaches in the Kolbs with the throttle closed,
> not
> using power as a crutch to make the field. I believe this is good
> training
> >>
>
> I agree with you John. I do the same in the Challenger, for the same
> reason,
> and I hope to become competent enough to do it in the Kolb.
>
> <<. It also takes a lot of lateral loads off the tail post.>>
>
> I will bear that in mind .
>
> <<, is not like a "real" airplane>>
> I dont have enough time in `real airplanes` to affect my expectations.
> Apart
> from very limited time in a T6 , P51,Tiger Moth,Colt,Cessna.it is all
> gliders and ultralights. Nothing like your hours of course
>
> . << Any shallower approach angle is what I term a B-52 approach.>>
>
> Yeah! We call them `bomber approaches` too.
>
> <<Learn to fly the airplane and terms like "Kolb quit" will no longer be
> a part of your vocabulary>>.
>
> I look forward to qualifying. Thanks for your comments. That is why I
> asked
> the question.
>
> Cheers
>
> Pat
>
> do not archive
>
>
>
Message 6
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--> Kolb-List message posted by: robert bean <slyck@frontiernet.net>
This little airplane has me spoiled. I can blunder onto my 1300'
strip without paying much attention to speed, cut the noise and
the prop airbrakes me to an easy landing in half the meadow.
Get back in a "real" airplane and I'd be in the neighbor's corn for
sure.
I don't see the concern about the quit. If you're near the ground.
-hmmm, air up there, ground down here. simple.
do not archive
Message 7
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--> Kolb-List message posted by: N27SB@aol.com
To All,
I have been looking for a really good multi-conductor cable to run from the
447 to the inst panel. It seems like you can never find just the right stuff.
Recently I came across a Surplus lot of 12 conductor 22awg FEP insulated cable
with both a foil and braided shield. This stuff usually sells for about $4.00
per foot which is pretty pricey. If anyone is interested I will share some of
this for $1.85 per foot. The O.D. of this stuff is about .250. With 12 cond
+ ground you can run dual cht, dual egt, tach, kill switch and have two wires
left if you share the shielding as a ground for the tach and kill.
Steve
2 Fireflies
Message 8
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
Pat,
Your response should be required reading in any class dealing with
diplomacy.
AzDave
Do Not Archive
----- Original Message -----
From: "PATRICK LADD" <pj.ladd@btinternet.com>
Subject: Re: Kolb-List: Kolb Quit.
> --> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
>
> Hi John,
> A typical Hauk response. Take no prisoners.
>
> << "Kolb Quit", a term that was recently coined by Pat Ladd,>>
> Really? I thought I picked it up from the list among the many horror
> stories
> of bent u/c legs caused by hard landings.
>
> << who has yet to fly his Kolb.>>
> Aaarrgghhh! You had to put the knife in, didn`t you. I am very aware of
> the
> fact and it is the reason that I am asking these questions. Soon though.
> Soon!
>
> << All aircraft stall >>
> Absolutely true my friend. However they do not all stall in the same
> manner.
> Some just nod their noses and mush slowly down, some drop like a stone and
> bite yer leg off.
>
> <<Normally, I shoot my approaches in the Kolbs with the throttle closed,
> not
> using power as a crutch to make the field. I believe this is good
> training
> >>
>
> I agree with you John. I do the same in the Challenger, for the same
> reason,
> and I hope to become competent enough to do it in the Kolb.
>
> <<. It also takes a lot of lateral loads off the tail post.>>
>
> I will bear that in mind .
>
> <<, is not like a "real" airplane>>
> I dont have enough time in `real airplanes` to affect my expectations.
> Apart
> from very limited time in a T6 , P51,Tiger Moth,Colt,Cessna.it is all
> gliders and ultralights. Nothing like your hours of course
>
> . << Any shallower approach angle is what I term a B-52 approach.>>
>
> Yeah! We call them `bomber approaches` too.
>
> <<Learn to fly the airplane and terms like "Kolb quit" will no longer be
> a part of your vocabulary>>.
>
> I look forward to qualifying. Thanks for your comments. That is why I
> asked
> the question.
>
> Cheers
>
> Pat
>
> do not archive
>
>
>
Message 9
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--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
Hi Rick,
thanks for your last couple of posts. This stuff is all filed away in my
head. I just hope I can find it when I need it.
Cheers
Pat
do not archive
Message 10
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Subject: | Re: re: Kolb Kwit |
--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
I don't see the concern about the quit. If you're near the ground.
-hmmm, air up there, ground down here. simple.>>
Thanks Robert,
When I learned to fly taildraggers, in a Tiger Moth, I was told to aim for a
three point landing at the moment the stall warning came on. In other words
be on the ground when the plane stopped flying. If it still had flying speed
the damn thing would bounce and go on flying until it sank back to the
ground again, and again, and again. Getting the plane a couple of imches off
the ground when it quits is the trick.
Cheers
Pat
do not archive
Message 11
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--> Kolb-List message posted by: "PATRICK LADD" <pj.ladd@btinternet.com>
<<Your response ....>
Thanks Azdave,
the English are renowned for it, dontcha know!
Cheers
Pat
do not archive
Message 12
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--> Kolb-List message posted by: ray anderson <rsanoa@yahoo.com>
I'm familiar with this type of multi conductor cable and would suggest that for
safety's sake, at least two strands be paralled for a kill switch use.
N27SB@aol.com wrote:--> Kolb-List message posted by: N27SB@aol.com
To All,
I have been looking for a really good multi-conductor cable to run from the
447 to the inst panel. It seems like you can never find just the right stuff.
Recently I came across a Surplus lot of 12 conductor 22awg FEP insulated cable
with both a foil and braided shield. This stuff usually sells for about $4.00
per foot which is pretty pricey. If anyone is interested I will share some of
this for $1.85 per foot. The O.D. of this stuff is about .250. With 12 cond
+ ground you can run dual cht, dual egt, tach, kill switch and have two wires
left if you share the shielding as a ground for the tach and kill.
Steve
2 Fireflies
---------------------------------
Click here to donate to the Hurricane Katrina relief effort.
Message 13
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Subject: | Re: re: Kolb Kwit |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| the ground when it quits is the trick.
|
| Cheers
|
| Pat
Patrick/Gang:
Agree 100%.
Wish I could do that 100% of the time, but alas, I can not. I usually
bomb most of my landings on pavement, yet seldom have a problem doing
a good 3 pt on grass. Must be some hang up in my mind.
New Kolb builders usually get hung up on landing a Kolb. I think they
get this mind set that they are going to have a difficult time getting
the airplane on the ground without bending the landing gear. They
think about it so much, they go out and do it.
I was not a high time Kolb pilot when I started flying Kolbs. I was
not even a fixed wing pilot when I started flying Kolbs. I could fly
helicopters, but not one minute of stick time in a fixed wing. Took
two landings to get it right. First landing was late. Touched down
on the departure end of my unimproved 600 ft cow pasture, went over
the hill, then took out landing gear and prop when it cross a cow path
perpedicular to the air strip. Second landing was ok, and I had
learned how to do it. Keep up your airspeed, fly it to the ground,
push the stick forward to hold it there until it qets below flying
speed, which will be lower than your stall speed in ground effect.
Go fly, have fun, be safe,
john h
Message 14
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--> Kolb-List message posted by: N27SB@aol.com
In a message dated 9/16/05 1:00:55 PM Central Daylight Time, rsanoa@yahoo.com
writes:
> at least two strands be paralled for a kill switch use.
>
Good idea, Thanks
steve
do not archive
Message 15
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Subject: | Kolb Quit/Tail Post Problems |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Rick/Gang:
Let me see if I can respond to your post without hurting anyone's
feelings or causing them to get their panties in a wad.
about are
| created by the modifications he made in his airplane and are not as
| pronounced in stock airplane.
Rick, you are partially correct in the above. If one looks at the
tail section of a Kolb, the only lateral bracing one will see is the
tail wires which only keep the parts seperated, and a couple welds on
the tail boom ring to the upper and lower vertical stabilizer sockets.
As far as I can determine these welds are the stock lateral bracing.
Correct me if I am wrong.
All Kolb aircraft load up the tail post laterally in normal operation,
especially those aircraft equipped with a non-full- swiveling
tailwheel. The reason the load up the tail post laterally is because
pilots try to turn them tighter than the tail wheel will swivel. Then
the tail wheel slides and side hops. I broke the lower vertical
stabilizer on the old factory MKIII at OSH many years ago for that
reason. Actually, it was the aluminum lower vertical stabilizer tube,
where it comes out of the 4130 socket off the tail post.
I sent urls for photos of this new bracing to the Kolb List some time
ago.
His higher landing gear which shifts allot
| more weight to the tail and that big tundra sized tail wheel likely
gets
| allot more grip with anything it rolls on. Together they stress the
tail
| more than with a stock configuration.
Actually it is the relocation of the main gear 8 inches forward of the
stock gear that adds most of the weight, about the same as the Sling
Shot carries on its tail wheel.
The Maule Tundra Tail Wheel (that's what Maule calls it) probably
reduces a lot of stress on the tail boom and the tail post. There is
much less resistance in a rolling, full swiveling, pneumatic tail
wheel, than a small stock or after market tail wheel that is normally
fitted to a Kolb. The 8 inch tail wheel has not been on the airplane
that many hours. Most of the tail post and tail boom ring welds and
tubing breaks were experienced flying with the much smaller and
lighter Maule and Scott 6 inch tail wheels.
Another factor is number of take offs and landings, primarily on
unimproved surfaces, and high time.
Rick, I took the liberty to change the subject line to what we are
talking about.
Like any other airplane, landing a Kolb is the same. To maintain
airspeed with the engine at idle one must push the nose down. Pull
the nose up and it will stall. Fly the airplane to the ground and
land. What is so difficult about that? If one maintains their
airspeed, one will not stall the airplane.
If you touch down a Kolb above stall speed and do not correct with
forward stick, it will balloon more than high enough to stall and bend
and break landing gear. If you do balloon on landing, as I do quite
frequently, push the nose down and come in with a little power to
cushion back on the ground.
john h
MKIII
Titus, Alabama
Message 16
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Subject: | Re: HKS 700 engine |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
At 10:46 AM 9/15/05 -0400, you wrote:
>--> Kolb-List message posted by: "Kirk Smith" <snuffy@usol.com>
>
>Group,
I have been off the web for about a week due to a computer crash.
I have no experience with the HKS, but I have been around quite a few. My old
EAA Chapter 453 members fly at least three of these engines. One was in a Kitfox
and another was in a T-Bird, both had been powered by a Rotax. Another was
a two place high wing tail dragger that had been powered by a Subaru engine.
All of owners had nothing but good things to say about their engines.
If you would like to talk to any of the owners, or to the person who installed
the engines just go to the following jump and give them a call:
http://www.losthillaviationinc.com/index.htm
Jack B. Hart FF004
Winchester, IN
Message 17
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Subject: | kolb 3 pt landing |
--> Kolb-List message posted by: "b young" <by0ung@brigham.net>
pat
it seems in my mkIIIc that if I do a complete stall landing the tail wheel hits
first with the mains about 4 to 6 inches off the ground... when the tail wheel
hits and the mains drop down with a thud, there is no bounce and no indication
that it wants to keep flying but it is not as soft as I would like.... when
I use full flaps that condition is reduced. but I really prefer only =BD flaps
and only use full if I really need to come out of the sky fast.... the decent
angle with full flaps is scary for non kolb flyers... even =BD flaps at an idle
it quite steep.... I usually keep some power on in order to make the arrival
more comfortable.
getting back to the original question: if the tail sat a bit lower it would not
be a problem.... it would make the angle of attack on touchdown better.... john
H raised the front of his mk IIIc by installing longer main landing gear....
it does the same thing... I raised the front by installing larger wheels, went
from a 600 x 6 x 15 to a standard 600 x 6 tyre that I got used at the airport,
they come off a super cub.
boyd
-----------------------------------------
Hi all,
among the measures suggested to get the weight down on my Kolb Xtra is
cutting down part of the tail wheel assembly.This will lower the tail
I feel that this is a last resort as I think that the Kolb has a very high
angle of attack when at rest on the ground and I wonder if this high A of A
contributes to the Kolb Quit when pilots are sitting nose high in the flair
with falling airspeed while feeling for a three point landing. .
Any of you long hours pilots have an opinion on this?
Cheers
Pat
Message 18
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--> Kolb-List message posted by: "Ed Chmielewski" <edchmiel@mindspring.com>
Hi All,
Seems the discussions about landing a Kolb are taking on mythological proportions.
I've yet to fly mine (like some of those posting), and when I do
I'll form my opinion at that time. The Kolbs have high drag and low inertia,
so it would seem prudent to 'fly it on' with a little power for those first few
landings. Not trying to beat a dead horse, but I can't debate something of
which I have no knowledge.
Ed in Jackson (MI)
MkII/503
Do Not Archive.
Message 19
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Subject: | Kolb TwinStar for Sale |
--> Kolb-List message posted by: "Jack B. Hart" <jbhart@onlyinternet.net>
Kolbers and Want-to-be Kolbers,
I was at the airport working on the FireFly, when a very nice Jabiru powered
MarkIII landed and topped off the gas tanks. I talked to them for awhile
and I found they had another Kolb for sale. They sent me the description.
If you are interested, give them a call.
Kolb TwinStar 2-place with new Rotax 503 engine installed in 2004, DIDC, oil
injected, C gearbox. Differential disk brakes, position and strobe lights.
Includes Comtronics ultra-pro helmets and intercom. Aerothane paint. Lexan
center section. Elevator and aileron trim. Many extras and spares. 1-owner,
always hangared. Economical side-by-side open-air fun. Moving and must sell.
Will Tatham (419) 423-7075.
Jack B. Hart FF004
Winchester, IN
do not archive
Message 20
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Folks:
Amazing what one finds going through 22 years of aviation magazines.
This afternoon I found an EAA Experimenter, May 1992. The back cover
photo is of the famous "Flying Stork" as I dubbed it the first time I
saw it with those extra long gear legs. This aircraft, at the time,
belonged to my friend Richard Swiderski. It is a very modified Kolb
Ultrastar. The Ultrastar is sillouetted against the evening sky,
probably at Lakeland. Wouldn't you know it, this issue does not have
a description of the back cover photo, that I could find. The first
time I saw this Ultrastar was just north of the Florida Flying Gator
Airpark. Did not know Richard at the time, or his airplane. I was
out flying the local area when I saw him low leveling ahead of me. I
got on his tail and shadowed him for a long period before I finally
tired of that game and let him see me. ;-)
The other Experimenter is October 1994. On page 10 is an article
entitled, "To Oshkosh Via Rotax Power," by Richard Pike. Good article
Richard Pike.
If you guys would like to have these mags, let me know bc with a
mailing address and I will get them out to you.
Take care,
john h
DO NOT ARCHIVE
Message 21
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--> Kolb-List message posted by: bryan green <lgreen1@sc.rr.com>
To go along with what Ray said, if your connecting to any sensitive
instruments only ground the shield on one end to prevent electrical noise.
Bryan Green
Do not archive
N27SB@aol.com wrote:
>--> Kolb-List message posted by: N27SB@aol.com
>
>In a message dated 9/16/05 1:00:55 PM Central Daylight Time, rsanoa@yahoo.com
>writes:
>
>
>
>>at least two strands be paralled for a kill switch use.
>>
>>
>>
>
>Good idea, Thanks
>
>steve
> do not archive
>
>
>
>
Message 22
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Subject: | Re: other than 912 |
--> Kolb-List message posted by: "woody" <duesouth@govital.net>
. Jaime runs at
> rpms similar to the Rotax and uses his planes regularly for cross-
> country travel. He is a Chief Inspector for the MD-RA and saves a
> lot of time getting to builders' airstrips all over Ontario when he
> is doing inspections.
???????? Where in Ontario is he based ??????????
Message 23
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--> Kolb-List message posted by: "Richard Swiderski" <rswiderski@earthlink.net>
John,
I lost that magazine long ago. It sure would make a great Christmas
present in September! It was Lakeland Sun & Fun. You could send it without
ribbons to 1710 SE 140th St., Summerfield FL 34491. Thanks a ton, Richard
Swiderski
Do not archive
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Subject: Kolb-List: History
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Folks:
Amazing what one finds going through 22 years of aviation magazines.
This afternoon I found an EAA Experimenter, May 1992. The back cover
photo is of the famous "Flying Stork" as I dubbed it the first time I
saw it with those extra long gear legs. This aircraft, at the time,
belonged to my friend Richard Swiderski. It is a very modified Kolb
Ultrastar. The Ultrastar is sillouetted against the evening sky,
probably at Lakeland. Wouldn't you know it, this issue does not have
a description of the back cover photo, that I could find. The first
time I saw this Ultrastar was just north of the Florida Flying Gator
Airpark. Did not know Richard at the time, or his airplane. I was
out flying the local area when I saw him low leveling ahead of me. I
got on his tail and shadowed him for a long period before I finally
tired of that game and let him see me. ;-)
The other Experimenter is October 1994. On page 10 is an article
entitled, "To Oshkosh Via Rotax Power," by Richard Pike. Good article
Richard Pike.
If you guys would like to have these mags, let me know bc with a
mailing address and I will get them out to you.
Take care,
john h
DO NOT ARCHIVE
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