Today's Message Index:
----------------------
1. 06:42 AM - Re: Re: Firestar cruise (ElleryWeld@aol.com)
2. 06:45 AM - Re: Pictures Not Kolb related (Ed Chmielewski)
3. 06:47 AM - Re: Official Kolb-List FAQ (Frequently Asked Questions) (J.D. Stewart)
4. 07:27 AM - Re: Official Kolb-List FAQ (Frequently Asked Questions) (J.D. Stewart)
5. 08:25 AM - For Sale 912ULS (John Hauck)
6. 08:33 AM - Re: Flaps uneven- Gas cap (Vic Peters)
7. 08:43 AM - Re: For Sale 912ULS (John Hauck)
8. 10:20 AM - Re: Flaps uneven- Gas cap (Richard Girard)
9. 10:40 AM - Re: Flaps uneven- Gas cap (APilot@webtv.net)
10. 10:45 AM - Re: Re: Control positioning during ground handling (APilot@webtv.net)
11. 11:11 AM - Re: stalls (APilot@webtv.net)
12. 11:41 AM - Re: flap takeoff (APilot@webtv.net)
13. 12:03 PM - Re: flap takeoff (John Hauck)
14. 12:57 PM - Re: Flaps uneven- Gas cap aka Fuel cell (Bob Noyer)
15. 01:24 PM - Round Engines (Chris Mallory)
16. 01:59 PM - Re: Round Engines (Bob Noyer)
17. 02:15 PM - Re: flap takeoff (Richard & Martha Neilsen)
18. 02:36 PM - Re: Round Engines (john s. flannery)
19. 02:43 PM - Flying to the 2005 Kolb Homecoming (John Hauck)
20. 03:12 PM - Re: Round Engines (Guy Morgan)
21. 03:18 PM - Re: flap takeoff (Richard Girard)
22. 04:14 PM - crosswind (Arksey@aol.com)
23. 04:35 PM - Re: crosswind (John Hauck)
24. 04:37 PM - Re: flap takeoff (john s. flannery)
25. 04:59 PM - Re: crosswind (George E. Thompson)
26. 05:57 PM - Re: Gas cap (Ralph Hoover)
27. 06:02 PM - Hey Matt! (Ralph Hoover)
28. 06:08 PM - Re: Flaps uneven- Gas cap (Ralph Hoover)
29. 06:39 PM - 912ULS Sold (John Hauck)
30. 07:07 PM - Re: 912ULS Sold (ULDAD@AOL.COM)
31. 07:14 PM - Re: 912ULS Sold (John Hauck)
32. 07:16 PM - Re: For Sale 912ULS (John Hauck)
33. 07:20 PM - Re: 912ULS Sold (John Hauck)
34. 07:36 PM - Re: flap takeoff (john s. flannery)
35. 08:28 PM - Re: flap takeoff (Richard Pike)
36. 09:25 PM - Re: flap takeoff (APilot@webtv.net)
37. 09:36 PM - Re: Flaps uneven- Gas cap aka Fuel cell (APilot@webtv.net)
38. 10:54 PM - Check List (David Key)
Message 1
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| Subject: | Re: Firestar cruise |
I am real close to Max speed with my Original Firestar I checked it last
Sunday with no wind and I got 84.7 MPH at 6000 RPM in level flight maybe if I
remove the yaw string I will make 85 MPH But I don't think I will mess with
anything else I like it the way it is
Ellery in Original firestar with a few changes
do not archive
Message 2
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| Subject: | Re: Pictures Not Kolb related |
Nice pics, Bill.
Interesting bird. Looks like a full-flying stab, and flaperons. I hope
it does well.
Ed in JXN (MI)
MkII/503
----- Original Message -----
From: Bill Vincent
To: kolb-list@matronics.com
Sent: Tuesday, August 01, 2006 10:15 PM
Subject: Kolb-List: Pictures Not Kolb related
Hi Gang
I thought these pictures would interest you, even though they are not
Kolb related.
While I was at the Oshkosh Fly-In I took these pictures of Gene's
plane. I also took pictures of Kolb planes which I hope to send later
this week.
Bill Vincent
Firestar II
Upper Peninsula of Michigan
Do Not Archive
... Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
> Gene's "Barn Yard Flyer" was powered by a Generac V-Twin. Gene says
> he is modifying it and producing 40 hp. Of course, it is turning
the
> prop through a reduction drive. The airplane is so ugly it sorta
> grows on me. I like the looks of Gene sitting on the wing, climbing
> out steeply and putting around the UL pattern.
> More later,
> john h
> mkIII
Message 3
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| Subject: | Official Kolb-List FAQ (Frequently Asked Questions) |
--> Kolb-List message posted by: "J.D. Stewart" <jstewart@inebraska.com>
Hi Matt;
I thought you were going to put some kind of size filter on the
posts. Last night somebody attached a 1MB and 2MB photo to their post.
During the day I'm sitting on a T-1 so it would have been no problem then,
but at home all I get is 21.6 dial-up. It was storming last night, so even
that was unreliable. I spent half the night trying to download it. :>(
Thanks,
J.D. Stewart
UltraFun AirSports, LLC
http://www.ultrafunairsports.com
Challenger e-mail list
http://challenger.inebraska.com
Titan e-mail list
http://groups.yahoo.com/group/Titanaircraft/
> -----Original Message-----
> From: owner-kolb-list-server@matronics.com
> [mailto:owner-kolb-list-server@matronics.com] On Behalf Of Matt Dralle
> Sent: Wednesday, August 02, 2006 1:30 AM
> Subject: Kolb-List: Official Kolb-List FAQ (Frequently Asked
> Questions)
>
> --> Kolb-List message posted by: Matt Dralle <dralle@matronics.com>
>
> Dear Listers,
>
> Please read over the Kolb-List Frequently Asked Questions
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> Guidelines can be found at the following URL:
>
> http://www.matronics.com/FAQs/Kolb-List.FAQ.html
>
> Thank you,
>
> Matt Dralle
> Matronics Email List Administrator
>
>
>
> [ Note: This FAQ was designed to be displayed with a fixed
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>
>
>
>
> This FAQ can also be viewed in HTML online at the
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>
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>
>
>
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> *********************
> *** List Archives ***
> *********************
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> A file containing of all of the previous postings to the
> Kolb-List is
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> described below:
>
>
> * Kolb-List.FAQ
>
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> Asked Question
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>
> * Kolb-Archive.digest.complete
>
> - Complete file with most of the email header
> info removed and
> page breaks inserted between messages.
>
> * Kolb-Archive.digest.vol-??
>
> - Same as the file above, but broken up into
> small sections that
> can more easily handled.
>
> * Kolb-Archive.digest.complete.zip
>
> - Same as the Kolb-Archive.digest.complete file
> above, but
> in PKZIP format. Use "binary" data transfer methods.
>
> * Kolb-Archive.digest.complete.Z
>
> - Same as the Kolb-Archive.digest.complete file
> above, but in
> UNIX compress format. Use "binary" data
> transfer methods.
>
>
>
> Download Via FTP
> ----------------
>
> The archive file is available via anonymous FTP from
> ftp.matronics.com
> in the "/pub/Archives" directory. It is updated daily and
> can be found in
> a number of formats as described above. (All filenames are
> case sensitive.)
>
> ftp://ftp.matronics.com/pub/Archives
>
>
>
> Download Via Web
> ----------------
>
> The archives are also available via a web listing. These
> can be found
> toward the bottom of the following web page:
>
> http://www.matronics.com/archives
>
>
>
> ******************************************
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> ******************************************
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> All messages posted to the Kolb-List are also available using the
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>
>
> http://www.matronics.com/archive/archive-index.cgi?Kolb
>
>
>
> *****************************************
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> *****************************************
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>
>
> ****************************
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> ****************************
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>
> **************************
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> A complete Matronics Email List Archive CD is available
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>
>
>
> **************************************************************
> ****************
> Kolb-List Usage Guidelines
> **************************************************************
> ****************
>
> The following details the official Usage Guidelines for the Kolb-List.
> You are encouraged to read it carefully, and to abide by the
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Message 4
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| Subject: | Official Kolb-List FAQ (Frequently Asked Questions) |
--> Kolb-List message posted by: "J.D. Stewart" <jstewart@inebraska.com>
Sorry, that was supposed to be directly to Matt
Do Not Archive
J.D.
Message 5
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Morning Gang:
I have a chance to upgrade my mkIII with a new 912ULS.
Therefore, my 912ULS is now for sale.
Date Purchased: Feb 2000
Total Time: 1,200 hours
Upgrades:
Slip clutch
High torque starter
Recent carb upgrades
Will have the gear box pulled and inspected prior to sale. At this
time, torsional vibration damper will be reshimmed, as necessary, to
bring it into specs.
All accessories that come with a new 912ULS will go with this engine;
oil tank, voltage regulator/rectifier.
Engine produces identical power today that it did when new.
Never used any oil.
Never quit running for any reason.
This engine powered my mkIII to Point Barrow, Alaska, on two separate
flights. Also Tuktoyaktuk, North West Territory, Canada, and many
flights to the West Coast and back.
Engine has crossed the Rocky Mountains many times, pushing the mkIII
as high as 15,000 feet.
If you are interested in purchasing this 912ULS, please call me:
334-567-6280 (H)
334-315-2621 (C)
Or you may email me:
jhauck@elmore.rr.com
The 912UL and 912ULS engines have extraordinary reputations as being
extremely reliable. It is not uncommon for a 912 series engine to run
well beyond 2,500 hours. If I did not have a chance to upgrade at
this time, I would have no qualms to continue flying this engine to
3,000 hours and beyond.
I am selling this engine for $7,995.00.
john h
mkIII
Message 6
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| Subject: | Re: Flaps uneven- Gas cap |
--> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
David I noticed fabric rivets in your ailerons. I don't see any reference to
that in my plans. (2003) We have the same engine exhast but I have flaperons
and no prop extention.
Also does anyone know if I to will need aileron counter balance also. Kit
came without.
I have two new 5 gal. TNK plastic gas cans with caps. They want to be
together. Make an offer Ed.
Vic
MKIIIX 912
Maine
do not archive
--
Message 7
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| Subject: | Re: For Sale 912ULS |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hello again:
Reference sale of my 912ULS, the engine is still mounted on my mkIII.
Will be more than happy to demonstrate performance of engine prior to
sale.
Engine is located in Titus, Alabama, approximately 25 miles north of
Montgomery, Alabama.
May be able to work out delivery of engine, depending on buyer's
location.
john h
mkIII
Message 8
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| Subject: | Re: Flaps uneven- Gas cap |
Vic, My MkIII got aileron flutter at about 70 mph without the aileron
counterbalances. I took it out to 110 mph after I put them on and the
flutter was gone. Up to you, but they're pretty cheap insurance and only
take a couple of hours to retrofit.
Rick
On 8/2/06, Vic Peters <vicsvinyl@verizon.net> wrote:
>
> --> Kolb-List message posted by: "Vic Peters" <vicsvinyl@verizon.net>
>
> David I noticed fabric rivets in your ailerons. I don't see any reference
> to
> that in my plans. (2003) We have the same engine exhast but I have
> flaperons
> and no prop extention.
> Also does anyone know if I to will need aileron counter balance also. Kit
> came without.
>
> I have two new 5 gal. TNK plastic gas cans with caps. They want to be
> together. Make an offer Ed.
>
> Vic
> MKIIIX 912
> Maine
> do not archive
>
>
> --
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 9
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| Subject: | Re: Flaps uneven- Gas cap |
--> Kolb-List message posted by: APilot@webtv.net
What do some Mark III pilot use for fuel tanks? I was thinking of a
fuel cell. Any suggestions? Also, do you have an idea of how long the
plastic tanks will last?
Message 10
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| Subject: | Re: Control positioning during ground handling |
--> Kolb-List message posted by: APilot@webtv.net
Why did Homer put the hoop under the nose cone? Don't know, but I sure
do like it. It prevents my nose from hitting when I spin it around by
holding one brake and full rudder in case I add too much throttle.
Also, it lets me do a full throttle run up which my Geo needs in the
winter time to warm up. The nose skid and full brakes will hold it at
full power which then lets me set the prop pitch to 6000 rpm for best
power climb. I can adjust the pitch during the takeoff roll, but that
requires extra attention.
Message 11
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--> Kolb-List message posted by: APilot@webtv.net
One thing that I like about my Mark III is that when you get close to a
stall, it starts acting strange. Kind of like a silent stall warning
device that is telling you to get the nose down a little.
Message 12
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: APilot@webtv.net
My landings are hard too. Everything looks fine and I expect it to
settle in on three points. But, it doesn't settle....just
drops.......bam. It is worse with no flaps. Carrying a little power
makes things much easier, but I prefer power off landings. At 2000 rpms
(smooth idle), the thrust is 20 lbs. and I imagine that it simulates the
dynamics of a stopped prop landing. Will find out more when I start my
ignition off landing practice.
Message 13
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| --> Kolb-List message posted by: APilot@webtv.net
|
| My landings are hard too. Everything looks fine and I expect it to
| settle in on three points. But, it doesn't settle....just
| drops.......bam.
APilot:
The airplane is landing exactly like any airplane lands. If you are
too high when it stalls, it will quit flying, and hit hard. If you
place the airplane a few inches off the ground, hold it until it
stalls, it will land nice and gentle.
At 2000 rpms
| (smooth idle), the thrust is 20 lbs. and I imagine that it simulates
the
| dynamics of a stopped prop landing.
Not quite. The slowly rotating prop acts just as though it were a
large disc, creating a lot of drag. When the prop is stopped, the
only drag experienced is the actual area of each blade. There is a
lot of difference between dead stick and engine idling landings.
My own personal experience only. However, most Kolbs fly very much
alike.
john h
mkIII
Message 14
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| Subject: | Re: Flaps uneven- Gas cap aka Fuel cell |
--> Kolb-List message posted by: Bob Noyer <a58r@verizon.net>
APilot,
Did you really intend to say/write "fuel cell"? Sclepping along a
5000psi gas bottle and electric motor would take another two-three
big Kolbs.
Just wondering...
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
do not archive
Message 15
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|
DEDICATED TO ALL THOSE WHO FLEW BEHIND ROUND ENGINES
We gotta get rid of those turbines, they're ruining aviation and our
hearing...
A turbine is too simple minded, it has no mystery. The air travels
through it in a straight line and doesn't pick up any of the pungent
fragrance of engine oil or pilot sweat.
Anybody can start a turbine. You just need to move a switch from "OFF"
to "START" and then remember to move it back to "ON" after a while. My
PC is harder to start.
Cranking a round engine requires skill, finesse and style. You have
to seduce it into starting. It's like waking up a horny mistress. On
some planes, the pilots aren't even allowed to do it...
Turbines start by whining for a while, then give a lady-like poof and
start whining a little louder.
Round engines give
When you start a round engine, your mind is engaged and you can
concentrate on the flight ahead. Starting a turbine is like flicking on
a ceiling fan: Useful, but, hardly exciting.
When you have started his round engine successfully your Crew Chief
looks up at you like he'd let you kiss his girl, too!
Turbines don't break or catch fire often enough, which leads to aircrew
boredom, complacency and inattention. A round engine at speed looks
and sounds like it's going to blow any minute. This helps concentrate the
mind!
Turbines don't have enough control levers or gauges to keep a pilot's
attention. There's nothing to fiddle with during long flights.
Turbines smell like a Boy Scout camp full of Coleman Lamps. Round
engines smell like God intended machines to smell.
P
Message 16
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| Subject: | Re: Round Engines |
--> Kolb-List message posted by: Bob Noyer <a58r@verizon.net>
And if you don't clear them lower cylinders, you'll have cyl heads
all over yer crummy shoes.
regards,
Bob N.
http://www.angelfire.com/rpg/ronoy/
do not archive
Message 17
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
APilot
John is right, stabilize your approach and fly it down to just a few inches
off the ground and it will settle in nice and smooth. The problem is holding
that approach down just till just that right point a few inches above the
ground before you flair. If you are used to big general aviation airplanes
you will have more problems doing this than any one else because you are
used to airplanes that have allot more inertia than a MKIII. Getting a good
landing with no power isn't easy. The more flaps you use with no power the
more difficult it will be. I can't say this enough till you are used to your
airplane "you need to carry power all the way in till you are inches above
the ground". Hold the stick steady and cut the power and it will raise the
nose all by its self just a bit and settle in nice as can be. Do this till
have it down cold. THEN start using less and less power but don't rush this
part.
I like to land with some power all the time with one notch of flaps. But do
what makes you happy and safe. One notch of flap cuts the stall speed a bit
and the float in ground effect. Also a Kolb MKIIIc will land with no power
(off, stopped, dead) with no flaps just about like it does with some power
and one notch of flap.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
Sent: Wednesday, August 02, 2006 2:40 PM
> --> Kolb-List message posted by: APilot@webtv.net
>
> My landings are hard too. Everything looks fine and I expect it to
> settle in on three points. But, it doesn't settle....just
> drops.......bam. It is worse with no flaps. Carrying a little power
> makes things much easier, but I prefer power off landings. At 2000 rpms
> (smooth idle), the thrust is 20 lbs. and I imagine that it simulates the
> dynamics of a stopped prop landing. Will find out more when I start my
> ignition off landing practice.
>
>
>
Message 18
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| Subject: | Re: Round Engines |
Wright, Pat! Er, Chris...
jsf Do not archive
----- Original Message -----
From: Chris Mallory
To: Kolb List
Sent: Wednesday, August 02, 2006 1:22 PM
Subject: Kolb-List: Round Engines
DEDICATED TO ALL THOSE WHO FLEW BEHIND ROUND ENGINES
We gotta get rid of those turbines, they're ruining aviation and our
hearing...
A turbine is too simple minded, it has no mystery. The air travels
through it in a straight line and doesn't pick up any of the pungent
fragrance of engine oil or pilot sweat.
Anybody can start a turbine. You just need to move a switch from "OFF"
to "START" and then remember to move it back to "ON" after a while. My
PC is harder to start.
Cranking a round engine requires skill, finesse and style. You have
to seduce it into starting. It's like waking up a horny mistress. On
some planes, the pilots aren't even allowed to do it...
Turbines start by whining for a while, then give a lady-like poof and
start whining a little louder.
Round engines give
When you start a round engine, your mind is engaged and you can
concentrate on the flight ahead. Starting a turbine is like flicking
on
a ceiling fan: Useful, but, hardly exciting.
When you have started his round engine successfully your Crew Chief
looks up at you like he'd let you kiss his girl, too!
Turbines don't break or catch fire often enough, which leads to
aircrew
boredom, complacency and inattention. A round engine at speed looks
and sounds like it's going to blow any minute. This helps concentrate
the
mind!
Turbines don't have enough control levers or gauges to keep a pilot's
attention. There's nothing to fiddle with during long flights.
Turbines smell like a Boy Scout camp full of Coleman Lamps. Round
engines smell like God intended machines to smell.
P
Message 19
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|
| Subject: | Flying to the 2005 Kolb Homecoming |
Aaproaching Fontana Dam, NC, is James Tripp, Millbrook, AL, in his 503
powered Kolb FSII. James and the FS sure look small in front of that
big dam.
john h
mkIIII
Message 20
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|
| Subject: | Re: Round Engines |
Bite your tongue, mister. When's the last time you started a C30-P in a
Bell 206L-3? I've done too many hot start inspections and wrangled too
many cases of beer from high time pilot's who've "Never hot started a
turbine before." Usually 250 miles out in the Gulf of Mexico on a
platform 65' above the water in a 40kt wind in July. Lastly, I haven't
seen a recip yet that weighs 190 lbs and produces 700 shp. Hehe! ;-P
To keep this Kolb related, my Firefly is still for sale. Email me for
the details, or search the archive.
Best Regards,
Guy Morgan
Fulltime helicopter mech and avionics tech, part-time Kolb
driver.........
do not archive
----- Original Message -----
From: john s. flannery<mailto:jsflan@valornet.com>
To: kolb-list@matronics.com<mailto:kolb-list@matronics.com>
Sent: Wednesday, August 02, 2006 4:33 PM
Subject: Re: Kolb-List: Round Engines
Wright, Pat! Er, Chris...
jsf Do not archive
----- Original Message -----
From: Chris Mallory<mailto:wcm@tampabay.rr.com>
To: Kolb List<mailto:kolb-list@matronics.com>
Sent: Wednesday, August 02, 2006 1:22 PM
Subject: Kolb-List: Round Engines
DEDICATED TO ALL THOSE WHO FLEW BEHIND ROUND ENGINES
We gotta get rid of those turbines, they're ruining aviation and our
hearing...
A turbine is too simple minded, it has no mystery. The air travels
through it in a straight line and doesn't pick up any of the pungent
fragrance of engine oil or pilot sweat.
Anybody can start a turbine. You just need to move a switch from
"OFF"
to "START" and then remember to move it back to "ON" after a while.
My
PC is harder to start.
Cranking a round engine requires skill, finesse and style. You have
to seduce it into starting. It's like waking up a horny mistress. On
some planes, the pilots aren't even allowed to do it...
Turbines start by whining for a while, then give a lady-like poof
and
start whining a little louder.
Round engines give
When you start a round engine, your mind is engaged and you can
concentrate on the flight ahead. Starting a turbine is like flicking
on
a ceiling fan: Useful, but, hardly exciting.
When you have started his round engine successfully your Crew Chief
looks up at you like he'd let you kiss his girl, too!
Turbines don't break or catch fire often enough, which leads to
aircrew
boredom, complacency and inattention. A round engine at speed looks
and sounds like it's going to blow any minute. This helps
concentrate the
mind!
Turbines don't have enough control levers or gauges to keep a
pilot's
attention. There's nothing to fiddle with during long flights.
Turbines smell like a Boy Scout camp full of Coleman Lamps. Round
engines smell like God intended machines to smell.
P
Message 21
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| Subject: | Re: flap takeoff |
When I startred flying my Kolb MkIII, my landings were inconsistent. For the
purposes of this missive, inconsistent is defined as, do five landings or
less, remove gear legs, straighten same, and reinstall. I'm reeeaaaaal good
at straightening gear legs.
This went on through the winter and into the spring. I was pretty bummed and
one day while I was on the phone with Travis, I told him I was having
problems, I just couldn't seem to get my flair right. I would land perfectly
once or twice, then WHAM, time to go see Mr. Press again.
"You've got to learn to wheel land this airplane and stop trying to three
point it. You learn to wheel land this airplane and you'll like it just
fine."
Travis, I am convinced, is a genius. I dug out my copy of "The Compleat
Taildragger Pilot" by Harvey S. Plourde. Whatta ya know, "learn to wheel
land the taildragger first, then advance to three point landings".
Mr.Plourde's reason? Basically, with the wheel landing, you're more likely
to get a landing rather than an arrival. Okay, that's a little terse, but
it's the essence.
I started working on wheel landings, I bounced a little, but not too bad or
too high and I never slammed in again. My landings got smoother. Quite a bit
of the improvement was due to my hands and feet slowly evolving from large
hams to instruments capable of a bit of delicacy. Now I can truly say that
Yesterday, I couldn't spell taildragger pilot, today I are one.
Mr. Press is very, very lonely.
Rick
On 8/2/06, Richard & Martha Neilsen <NeilsenRM@comcast.net> wrote:
>
> --> Kolb-List message posted by: "Richard & Martha Neilsen" <
> NeilsenRM@comcast.net>
>
> APilot
>
> John is right, stabilize your approach and fly it down to just a few
> inches
> off the ground and it will settle in nice and smooth. The problem is
> holding
> that approach down just till just that right point a few inches above the
> ground before you flair. If you are used to big general aviation airplanes
> you will have more problems doing this than any one else because you are
> used to airplanes that have allot more inertia than a MKIII. Getting a
> good
> landing with no power isn't easy. The more flaps you use with no power the
> more difficult it will be. I can't say this enough till you are used to
> your
> airplane "you need to carry power all the way in till you are inches above
> the ground". Hold the stick steady and cut the power and it will raise the
> nose all by its self just a bit and settle in nice as can be. Do this till
> have it down cold. THEN start using less and less power but don't rush
> this
> part.
>
> I like to land with some power all the time with one notch of flaps. But
> do
> what makes you happy and safe. One notch of flap cuts the stall speed a
> bit
> and the float in ground effect. Also a Kolb MKIIIc will land with no power
> (off, stopped, dead) with no flaps just about like it does with some power
> and one notch of flap.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> Sent: Wednesday, August 02, 2006 2:40 PM
>
>
> > --> Kolb-List message posted by: APilot@webtv.net
> >
> > My landings are hard too. Everything looks fine and I expect it to
> > settle in on three points. But, it doesn't settle....just
> > drops.......bam. It is worse with no flaps. Carrying a little power
> > makes things much easier, but I prefer power off landings. At 2000 rpms
> > (smooth idle), the thrust is 20 lbs. and I imagine that it simulates the
> > dynamics of a stopped prop landing. Will find out more when I start my
> > ignition off landing practice.
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
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Hello Group.
I have a question? What do you experienced pilots with experience in the
Kolb Firestar feel is a max mph crosswind that you would attempt to make a
landing. Thanks in advance.
Jim swan
Michigan
Future firestar owner.
do not archive
Message 23
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| Kolb Firestar feel is a max mph crosswind that you would attempt
to make a
| landing.
| Jim swan
Jim:
Anything over 15 mph 90 deg cross wind will certainly overpower the
rudder on FS's and other model Kolbs.
I know, I know. Some on the Kolb List are doing 90 deg cross wind
landings at 25+ mph. Only thing I can say about that is they are a
lot more experienced flying in wind than I am. One day I hope to
learn their technique.
Kolbs usually land slow enough to land most any place, like across the
runway at larger airports, to get the nose into the wind. When the
wind is honking, I try to get as much of the nose into the wind as I
can.
Another normal procedure that works well with Kolbs, as it does other
airplanes, is to drop the wing on the up wind side and hold it through
touchdown. Get a lot more out of your Kolb that way.
All the above are my own humble opinions. Don't try them at home.
This year at OSH we flew with a 90 deg cross wind at 15 to 18 mph. A
lot of mechanical turbulence from the houses, barns, large trees,
etc., created an exciting atmosphere for landing. Good practice.
Take care,
john h
mkIII
Message 24
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| Subject: | Re: flap takeoff |
Right, Rick. Agree.
First wheel landing I made was at the St George, Utah Airport, a
notorious mesa top. Topped off and took off in the Cessna 180. Radio
came alive..."You left your credit card." Damn. Did a tight 180, no
traffic, no wind, dropped it on in a fast wheel landing without a
bounce, kept the tail up most of the way to the FBO and shut 'er down.
And hardly ever went back to three-points over the years, maybe 6-10,000
of em on tarmac, grass, cowpastures, trails in Canada, back streets in
Baja, aside from those landings in the tricycle gears I flew.
First flight in the acquired mistreated Kolb Mark III just last May,
when all went wrong and throttle almost came apart, same thing, Cranked
a tight turn and wheeled it on one of the numerous dirt runways at
Truth or Consequences. Nary a bounce. I'll get to those when I return
the Kolb to an airworthy state.
A guy named Bodrero told me in my early flying days, after watching me
bounce a few landings, to forget about looking down. Eye on far end of
runway, maintain constant appropriate speed and necessary power if
you've got it, and watch that far end of the runway. Seems to work. He
was a vintage outlaw Cub pilot. Had a good one and bought a brand new
Super Cub from the factory, went there and flew it back to Utah. Don
kept 'em as sparkling clean as Bach's fictional guru in "Illusions" and
you could eat off the floor of his immaculate hangar.
jsf
DO NOT ARCHIVE
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Wednesday, August 02, 2006 3:18 PM
Subject: Re: Kolb-List: flap takeoff
When I startred flying my Kolb MkIII, my landings were inconsistent.
For the purposes of this missive, inconsistent is defined as, do five
landings or less, remove gear legs, straighten same, and reinstall. I'm
reeeaaaaal good at straightening gear legs.
This went on through the winter and into the spring. I was pretty
bummed and one day while I was on the phone with Travis, I told him I
was having problems, I just couldn't seem to get my flair right. I would
land perfectly once or twice, then WHAM, time to go see Mr. Press again.
"You've got to learn to wheel land this airplane and stop trying to
three point it. You learn to wheel land this airplane and you'll like it
just fine."
Travis, I am convinced, is a genius. I dug out my copy of "The
Compleat Taildragger Pilot" by Harvey S. Plourde. Whatta ya know, "learn
to wheel land the taildragger first, then advance to three point
landings". Mr.Plourde's reason? Basically, with the wheel landing,
you're more likely to get a landing rather than an arrival. Okay, that's
a little terse, but it's the essence.
I started working on wheel landings, I bounced a little, but not too
bad or too high and I never slammed in again. My landings got smoother.
Quite a bit of the improvement was due to my hands and feet slowly
evolving from large hams to instruments capable of a bit of delicacy.
Now I can truly say that Yesterday, I couldn't spell taildragger pilot,
today I are one.
Mr. Press is very, very lonely.
Rick
On 8/2/06, Richard & Martha Neilsen <NeilsenRM@comcast.net > wrote:
--> Kolb-List message posted by: "Richard & Martha Neilsen" <
NeilsenRM@comcast.net>
APilot
John is right, stabilize your approach and fly it down to just a few
inches
off the ground and it will settle in nice and smooth. The problem is
holding
that approach down just till just that right point a few inches
above the
ground before you flair. If you are used to big general aviation
airplanes
you will have more problems doing this than any one else because you
are
used to airplanes that have allot more inertia than a MKIII. Getting
a good
landing with no power isn't easy. The more flaps you use with no
power the
more difficult it will be. I can't say this enough till you are used
to your
airplane "you need to carry power all the way in till you are inches
above
the ground". Hold the stick steady and cut the power and it will
raise the
nose all by its self just a bit and settle in nice as can be. Do
this till
have it down cold. THEN start using less and less power but don't
rush this
part.
I like to land with some power all the time with one notch of flaps.
But do
what makes you happy and safe. One notch of flap cuts the stall
speed a bit
and the float in ground effect. Also a Kolb MKIIIc will land with no
power
(off, stopped, dead) with no flaps just about like it does with some
power
and one notch of flap.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
Sent: Wednesday, August 02, 2006 2:40 PM
> --> Kolb-List message posted by: APilot@webtv.net
>
> My landings are hard too. Everything looks fine and I expect it
to
> settle in on three points. But, it doesn't settle....just
> drops.......bam. It is worse with no flaps. Carrying a little
power
> makes things much easier, but I prefer power off landings. At
2000 rpms
> (smooth idle), the thrust is 20 lbs. and I imagine that it
simulates the
> dynamics of a stopped prop landing. Will find out more when I
start my
> ignition off landing practice.
>
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 25
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Only as much as you feel comfortable in being able to handle it.
Az. Bald Eagle
----- Original Message -----
From: Arksey@aol.com
To: kolb-list@matronics.com
Sent: Wednesday, August 02, 2006 4:12 PM
Subject: Kolb-List: crosswind
Hello Group.
I have a question? What do you experienced pilots with
experience in the Kolb Firestar feel is a max mph crosswind that you
would attempt to make a landing. Thanks in advance.
Jim swan
Michigan
Future firestar owner.
do not archive
-------------------------------------------------------------------------
-----
No virus found in this incoming message.
8/1/2006
Message 26
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--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
John, If Ed isn't, I sure would be, including the gas tanks. how much would you
want for them? Mine is origional 1990 production as dated by mfgr on molded bottom.
I epoxied a small crack near the right rear corner up near the 5 gal. level. It
appears to hold well but I have not been able to find a 10 x 10 x 14 inch heavy
walled poly tank as used in the Forestar.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51946#51946
Message 27
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--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Hey Matt, I noticed when I responded to a subject "Flaps uneven- Gas cap aka Fuel
cell" that it gave it a new name in the subject as "gas cap" and created a
new subject.
This isn't the first time I have seen this, by others as well as myself. Is there
something we as posters are doing incorrectly?
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51949#51949
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| Subject: | Re: Flaps uneven- Gas cap |
--> Kolb-List message posted by: "Ralph Hoover" <flht99reh@Columbus.rr.com>
Per the "how long do they last", On the bottom of almost all blow molded products
is a molded in date stamp of some form. Even if the manufacturer's name is
not apparent, you should at least see a year and month in small boxes. Mine on
the Firestar was produced in June of 1990. It has seen better days. However if
you use the proper epoxy for a small crack or hole as a temp fix, it will bond
and hold. THe key is finding a epoxy that will attack the poly material, adhering
while not breaking down from fuel additives or the different gas configurations.
Ohio Ralph
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51951#51951
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Folks:
My 912ULS I advertised on the List this morning is sold.
john h
mkIII
Message 30
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That was easy. Did you sell it to anyone around here?
Bill
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Bill:
You old movie star you...............
Saw you twice Channel 12 last night. Did a fine job too.
Gentleman over on Johns Island, SC, just south of Charleston, bought
it.
He is building a MKIIIx. Travis Brown told him about it. He called
me this morning. Then called again this evening and said he wanted
it. Did not dicker about the price either.
john h
Message 32
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| Subject: | Re: For Sale 912ULS |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Hi Gang:
The 912ULS I advertised for sale this morning has sold.
Thanks,
john h
mkIII
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=51968#51968
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--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
Gang:
As most of you may have gathered by now, the previous post was not
intended for the Kolb List. Please disregard.
Xin Loi,
john h
mkIII
Message 34
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| Subject: | Re: flap takeoff |
My flap problem on the acquired Mark III is that the detentes the flap
handle uses have been pretty much destroyed. I can't use them. So I have
secured the flaps full up with a hose clamp (not shown). I wonder, since
the other Kolb here at TorC Airport has no flaps and I have no other
reference, if someone can send me a jpg and or drawings of the appropriate
area the handle engages. Can't tell from what's left whether there should be
more detentes. A local A&P says he can make one and rivet it over what's
left. But he has no idea how many notches there should be, or their spacing.
Can someone also provide the measurements and spacing of the... what shall
we call them...hooks, flaps detentes, catches...?
Thanks,
jsf
----- Original Message -----
Sent: Monday, July 31, 2006 8:16 AM
> --> Kolb-List message posted by: "Richard & Martha Neilsen"
> <NeilsenRM@comcast.net>
>
> Just a further comment on flaps. Those of us that fly the MKIII
Message 35
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: Richard Pike <richard@bcchapel.org>
If you want to be creative, you can have as many notches as you
want...even some reflex, so you don't need as much up elevator trim when
you are carrying a passenger -
http://www.bcchapel.org/pages/0003/pg3.htm
If you are interested, contact me off list, and I'll send you some more
pictures tomorrow.
Richard Pike
MKIII N420P (420ldPoops)
john s. flannery wrote:
> My flap problem on the acquired Mark III is that the detentes the flap
> handle uses have been pretty much destroyed. I can't use them. So I
> have secured the flaps full up with a hose clamp (not shown). I
> wonder, since the other Kolb here at TorC Airport has no flaps and I
> have no other reference, if someone can send me a jpg and or drawings
> of the appropriate area the handle engages. Can't tell from what's
> left whether there should be more detentes. A local A&P says he can
> make one and rivet it over what's left. But he has no idea how many
> notches there should be, or their spacing. Can someone also provide
> the measurements and spacing of the... what shall we call
> them...hooks, flaps detentes, catches...?
> Thanks,
>
> jsf
>
>
Message 36
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| Subject: | Re: flap takeoff |
--> Kolb-List message posted by: APilot@webtv.net
Thank you for the landing advice.
Vic in Sacramento
Message 37
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| Subject: | Re: Flaps uneven- Gas cap aka Fuel cell |
--> Kolb-List message posted by: APilot@webtv.net
Answer: Yes, I did mean to say fuel cell. A friend of mine thinks that
it is very dangerous to have a few gallons of gas behind the seat in
case of a crash. He installed a fuel cell in his dune buggy for about
$150. The size that he bought will not fit in my Mark III. Seems that
most Kolb pilots do not think of this as a danger.
Message 38
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--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Does someone have a check list they can email me? I need one for my
preflights and didn't want to start from scratch.
Thanks,
David
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