Today's Message Index:
----------------------
1. 01:54 AM - Re: The Kolb drop is a STALL (ElleryWeld@aol.com)
2. 02:42 AM - Re: The Kolb drop is a STALL (Tony Oldman)
3. 03:38 AM - Trailer for Mark III (flykolb)
4. 05:22 AM - Re: Trailer for Mark III (grantr)
5. 05:37 AM - Re: The Kolb drop (JetPilot)
6. 06:17 AM - Re: Re: The Kolb drop (Eugene Zimmerman)
7. 06:28 AM - Re: Re: The Kolb drop (Eugene Zimmerman)
8. 06:39 AM - Re: Re: The Kolb drop (ElleryWeld@aol.com)
9. 06:43 AM - Re: The Kolb drop (lucien)
10. 07:26 AM - Re: The Kolb drop is a STALL (Vic Peters)
11. 07:48 AM - Firestar Project (william sullivan)
12. 09:43 AM - Re: Re: The Kolb drop (Dana Hague)
13. 09:47 AM - Re: Firestar project (JetPilot)
14. 10:28 AM - Re: Firestar project (JetPilot)
15. 10:56 AM - Re: Re: The Kolb drop (robert bean)
16. 01:58 PM - Firestar Project (william sullivan)
17. 02:55 PM - Re: Re: The Kolb drop (possums)
18. 03:25 PM - Re: Re: The Kolb drop (Dana Hague)
19. 03:26 PM - Re: Firestar Project (Aaron Gustafson)
20. 04:25 PM - Re: Firestar Project (Dana Hague)
21. 06:17 PM - Re: Re: The Kolb drop (N27SB@aol.com)
22. 06:21 PM - Re: Re: Trailer for Mark III (flykolb)
23. 06:26 PM - Re: Re: The Kolb drop (Russ Kinne)
24. 06:37 PM - Re: All pilots should feel this out, at a safe altitude. (ElleryWeld@aol.com)
25. 07:00 PM - Re: Firestar Project (DAquaNut@aol.com)
26. 07:27 PM - Southern Hospitality (Richard & Martha Neilsen)
27. 08:14 PM - Re: Southern Hospitality (Bob Noyer)
28. 10:32 PM - Building your own gear legs (Vern)
Message 1
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| Subject: | Re: The Kolb drop is a STALL |
If all you guy's would just learn the correct terminology for Stalls and
recognize when your airplane is near a stall then you wouldn't have any drop
or
sudden stop so until you learn how to fly your airplane correctly could we
have a more interesting conversation that could be helpful to others on this
list other than scaring the crap out of some people here that haven't had
the opportunity to fly a KOLB yet.
Ellery in Maine
do not archive
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
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| Subject: | Re: The Kolb drop is a STALL |
With you on this one. 300+ hours on a MK111 and somewhat confused with
this Kolb drop thing. The Kolb arrives on the ground just fine. You do
not need to wheel it on or fly it onto the ground, it will flare and
arrive just fine without bending anything.Would have to be the most
forgiving and simple thing to fly that I have had the pleasure of
flying.For those that have not had the pleasure yet please do at the
first oppertunity and make your own judgement. I do some what enjouy the
banter that goes on here and have learned a lot from some very
experianced Kolb flyers. You just gota sort out the bits that sound
right to you and fit with your own experiances and sometimes to re
evaluate you ideas .Keep it up my friends and may you all fly safely.
Tony
>From Down under
Do not archive
----- Original Message ----- ,
From: ElleryWeld@aol.com
To: kolb-list@matronics.com
Sent: Tuesday, February 19, 2008 10:51 PM
Subject: Re: Kolb-List: The Kolb drop is a STALL
If all you guy's would just learn the correct terminology for Stalls
and recognize when your airplane is near a stall then you wouldn't have
any drop or sudden stop so until you learn how to fly your airplane
correctly could we have a more interesting conversation that could be
helpful to others on this list other than scaring the crap out of some
people here that haven't had the opportunity to fly a KOLB yet.
Ellery in Maine
do not archive
-> p; - List Contribution Web Site
-------------------------------------------------------------------------
-----
Delicious ideas to please the pickiest eaters. Watch the video on AOL
Living.
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| Subject: | Trailer for Mark III |
Hey guys and gals,
Could someone tell me the minimum size for a trailer for the Mark III
Classic? Width, length, height?
Thanks
Jim
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| Subject: | Re: Trailer for Mark III |
8.5X24 is the right size for my MKIII classic The door opening is 75 inches tall
and it just clears it a ivo 3 blade on a 503.
82 inches between the wheel wells and 24' 4' long inside. 94 inch door opening
width and 96 inches wide.
It would probably go in a 7 wide trailer. I would also get one a little taller
if i ever got another trailer.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164996#164996
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| Subject: | Re: The Kolb drop |
Kolb's have the characteristic of suddenly dropping hard on landing if very good
technique is not used. Cessna and other most other training aircraft are not
like this, they are much more forgiving on landing and tolerant of the pilot
being a little off speed, or a little high in the flare. Only an idiot would
not recognize there very real fact. I have instructed in the Kolb, and as a
CFI in general aviation aircraft. In General aviation aircraft, I can let students
get much further off speed, or flare a lot higher on landing than in a
Kolb, and not bend the gear or result in a very hard landing. Hundreds of students
flare high, land slow, etc etc every day in Cessnas and other aircraft
and you do not constantly bend the gear, partly due to stronger gear, and partly
to do much more forgiving aerodynamics.
The other fact is that on my Kolb MK III, VG's have done a lot to correct this
bad habit of dropping suddenly and hard upon landing. VG's do not solve this
problem entirely, but my Kolb MK III is not anywhere near as critical in landing
as it was, and it does not drop nearly as hard if I am a few feet high as it
did without VG's. I don't care so much about the theory, or what some may say
about stalls, the FACT is that VG's make landings much easier and less critical
in my Kolb, and that is a great thing.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164998#164998
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| Subject: | Re: The Kolb drop |
On Feb 19, 2008, at 8:34 AM, JetPilot wrote:
> Only an idiot would not recognize there very real fact.
< Smile >
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| Subject: | Re: The Kolb drop |
On Feb 19, 2008, at 8:34 AM, JetPilot wrote:
> If you have no fear you did not go as fast as you could have !!!
If you are not yet an idiot ,,,,,,,,,, your ego in not the size it
could be !!!
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| Subject: | Re: The Kolb drop |
there must be some here then, not pointing any fingers at anyone special
just making a statement
Ellery
do not archive
In a message dated 2/19/2008 9:18:14 A.M. Eastern Standard Time,
ez@embarqmail.com writes:
--> Kolb-List message posted by: Eugene Zimmerman <ez@embarqmail.com>
On Feb 19, 2008, at 8:34 AM, JetPilot wrote:
> Only an idiot would not recognize there very real fact.
< Smile >
**************Ideas to please picky eaters. Watch video on AOL Living.
(http://living.aol.com/video/how-to-please-your-picky-eater/rachel-campos-duffy/
2050827?NCID=aolcmp00300000002598)
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| Subject: | Re: The Kolb drop |
JetPilot wrote:
> Kolb's have the characteristic of suddenly dropping hard on landing if very good
technique is not used. Cessna and other most other training aircraft are
not like this, they are much more forgiving on landing and tolerant of the pilot
being a little off speed, or a little high in the flare. Only an idiot would
not recognize there very real fact. I have instructed in the Kolb, and as
a CFI in general aviation aircraft. In General aviation aircraft, I can let
students get much further off speed, or flare a lot higher on landing than in
a Kolb, and not bend the gear or result in a very hard landing. Hundreds of
students flare high, land slow, etc etc every day in Cessnas and other aircraft
and you do not constantly bend the gear, partly due to stronger gear, and partly
to do much more forgiving aerodynamics.
>
> The other fact is that on my Kolb MK III, VG's have done a lot to correct this
bad habit of dropping suddenly and hard upon landing. VG's do not solve this
problem entirely, but my Kolb MK III is not anywhere near as critical in landing
as it was, and it does not drop nearly as hard if I am a few feet high as
it did without VG's. I don't care so much about the theory, or what some may
say about stalls, the FACT is that VG's make landings much easier and less critical
in my Kolb, and that is a great thing.
>
> Mike
Don't mean to jump in, but this is describing more a general characteristic of
(comparatively speaking) high-drag/low-inertia designs like the Kolb and not really
a unique characteristic of the Kolb.
In fact, I found the FS II I had required energy management techniques virtually
identical to the other UL/UL-like designs I've flown over the years. The closest
analog for me was my quicksilver (MX Super); it flew so close to that plane
that basically, as soon as I got used to the ground handling and tailwheel
aspect, I was off going around the pattern practicing my wheel landings.
As for the "drop", which is indeed only a euphemism for stalling the wing more
than a couple inches above the ground, the FSII behaved virtually identically
to my quicksilver in this respect. On the quick, of course, you're off to the
hangar to replace the axle and possibly the landing gear down tubes at that point,
but the Kolb is a little more durable, especally mine was because it had
large tundra-like tires on the mains.
My fun racer trike with the double surface wing would also exhibit the "drop" as
it had a similar fairly abrupt stall break and could be subject to the hazard
of the "drop".
But I never broke anything on the trike either. It could have have been that I'm
just so used to flying low-inertia designs that I remained well clear of hazardous
"drops" as best I could (I also wheel landed the FSII about 95% of the
time and only attempted 3 points in very calm weather).....
In any case, I found the Kolb gave no surprises, at least not to me, compared to
any other similar planes I"d flown. I can't think of any kind of situation
where the Kolb would lead to bent gear legs more (or less!) than any other light
aircraft.
As for training, the low-inertia aspect is the hardest one for pilots transitioning
from general aviation to get a handle on. Controlling the plane in the air,
takeoffs and so on are pretty easy, but landings (particularly the energy management
part) can yield a pretty sweaty and cursing student for several hours
at least.
Don't ask me how I know this is the case.
Finally, FWIW, I believe I recall being able to get the C150 to do the "drop",
but it required a low pass with no flaps in the flare attitude with progressively
more back elevator and reducing throttle.
The titan tornado will also do the drop, but it' stall AOA is also very high in
the flare and it also requires a lot of coaxing (and stupidity) to get it to
do it (and generally you bang the tailwheel down in the process).
LS
--------
LS
FS II
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165011#165011
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| Subject: | Re: The Kolb drop is a STALL |
Hey Ellery Are you talkin about me? I'm not scared of landing it's the
crashing that might bother me but mostly will I have to wear those
panties others have mentioned? Now that's scary.
On another note if you'ze guys watched the Science channel on how
insects that shouldn't be able to fly do and well. They explain that
some ride their own vortices (spell chk's out) which creates a low
pressure area. So Vg's do 2 things, help control separation and add
lift.
Did you need your prop bal. back?
Vic
Mkxtra unlanded by me
If all you guy's would just learn the correct terminology for Stalls and
recognize when your airplane is near a stall then you wouldn't have any
drop or sudden stop so until you learn how to fly your airplane
correctly could we have a more interesting conversation that could be
helpful to others on this list other than scaring the crap out of some
people here that haven't had the opportunity to fly a KOLB yet.
Ellery in Maine
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| Subject: | Firestar Project |
The first wing has been patched and painted. As usual, everybody guessed wrong
on the paint chip chart. Oh, well- it's red. I painted it with the foam roller,
as advised, and it came out with a very rough finish- like hundreds of little
bumps. I think I should not have added thinner when rolling it. No runs or sags,
though. I will try something different on the second wing. The rear wing
attachment point has a rather massive removable lug- 7 ounces on the fish scale-
that resembles a Chevy wrist pin with a casting on the end. The original wings
have a piece of tubing welded to another-apparently one piece angling through
the wing. About 1/8"wall where the u-joint bolts on. I have all kinds of stock
to grind away, and it will still leave double the safety margin. I can then
use the original u-joint.
For anyone folding Kolb wings- my wings have a built-in jack socket near the
end to hold the wing up while assembling. A spring loaded 72" shower curtain
rod from Wal-Mart fits right over it, when I took the rubber off the end. One
hand expandable, too. I will make a male end for it to fit inside the socket.
It spins open and closed by itself, and has a spring loaded cushion inside. I
was throwing the old one away when I walked by the wing and noticed it. My wife
says a new one is about $11.
Bill Sullivan
Firestar
Message 12
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| Subject: | Re: The Kolb drop |
At 08:34 AM 2/19/2008, JetPilot wrote:
>Kolb's have the characteristic of suddenly dropping hard on landing if
>very good technique is not used. Cessna and other most other training
>aircraft are not like this, they are much more forgiving on landing...
All this talk makes me wonder... how many of the people on this list came
from a GA background, and learned to fly in a Cessna or similar, and how
many came from an ultralight background? I'd bet it's only the Cessna
drivers that have problems with the so called "Kolb quit", which is common
to all ultralights (I know a MLIII isn't an ultralight, but it's certainly
descended from one).
My old Taylorcraft required me to start my flare before I even got over the
runway threshold, if I didn't want to float half way down the runway. This
gave me some trouble at first when I got back into flying in a Quicksilver,
which like a Kolb, has to be flown right down to the ground. After a few
hours in the Quick, my Kolb gave me no trouble at all.
This is nothing new; Homer knew it well. From the original UltraStar manual:
"Many airplane pilots have flown the UltraStar for the first time
and had no difficulties.
"However, if pilots do have any trouble ut is usually in the
landing department. All proceeds well until it its time to flare for
landing; a typical airplane has much more weight than an ultralight, and
has much less drag than a typical ultralight does. An airplane comes in
twice as fast as a typical ultralight. An airplane therefore has many
times the energy to dissipate than a typical ultralight has, and less drag
to help dissipate it. A typical landing flare in an airplane will start
much higher than an ultralight because it has plenty of momentum to
dissipate before touching down.
"Thus when an airplane pilot gets into an ultralight, what can
happen is that the [airplane oriented] pilot tends to start to flare too
high in the air, he then stalls 10 to 15 feet above the runway and lands
quite hard which usually will collapse the landing gear... the safest way
to avoid this is to carry some power... you should fly the UltraStar onto
the ground..."
-Dana
--
"If yew ain't livin' on th' edge, yer takin' up too much room!"
Message 13
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| Subject: | Re: Firestar project |
William,
You do not want your wings to be very different from one another. Having wings
that are slightly different could cause a condition where one wing stalls earlier
than the other, or behaves differently in flight, neither would be good.
In other words, a stall could turn into a spin if both wings are not the same.
On a Kolb, I would guess that just a difference in the texture of the paint
between one wing and another will not make a noticeable difference, but I am
not sure. Just be careful when you test fly it. As a general rule, keep the
wings as close to each other in properties as you can.
One other thing I meant to tell you a while ago before the discussion got sidetracked,
on your weight, most non professional, non digital scales have large errors
at ultralight weights, 15 pounds or 6 % off would be a common error in most
scales at the weights you are dealing with. I would recommend you find,
or borrow a good digital scale and know exactly what the weight really is before
doing to much work on weight reduction.
Mike Bigelow
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165050#165050
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| Subject: | Re: Firestar project |
One other thought on your weight. If when all is said and done, you are still
slightly overweight, you have a good legal option. You are allowed 24 pounds
extra weight if your ultralight is equipped with a BRS. A softpack BRS weighs
18 pounds, now you have an extra legal 6 pounds you can have on your plane.
This way, you are safer in two respects, you don't have to shave off structure
to the point where your plane becomes structurally weak, and you have the added
safety margin of having a BRS.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you could
have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165059#165059
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| Subject: | Re: The Kolb drop |
Dana, sure is true about the Taylorcraft. A great little plane,
floats and floats and floats.............
My Kolb has a beneficial side however, as when I get an occasional
gust just before touchdown that lifts us
10' above the hard stuff. In a more conventional tractor high wing
craft a sudden addition of power at this
point will rotate the nose up, putting you in a worse attitude unless
you (after some misadventures) push the
stick forward simultaneously.
In the Kolb all this happens automatically when the pusher prop
adjusts things quite nicely for you.
All old geezers should have a Kolb to fly.
BB
do not archive
On 19, Feb 2008, at 12:38 PM, Dana Hague wrote:
> At 08:34 AM 2/19/2008, JetPilot wrote:
>
>> Kolb's have the characteristic of suddenly dropping hard on
>> landing if very good technique is not used. Cessna and other most
>> other training aircraft are not like this, they are much more
>> forgiving on landing...
>
> All this talk makes me wonder... how many of the people on this
> list came from a GA background, and learned to fly in a Cessna or
> similar, and how many came from an ultralight background? I'd bet
> it's only the Cessna drivers that have problems with the so called
> "Kolb quit", which is common to all ultralights (I know a MLIII
> isn't an ultralight, but it's certainly descended from one).
>
> My old Taylorcraft required me to start my flare before I even got
> over the runway threshold, if I didn't want to float half way down
> the runway. This gave me some trouble at first when I got back
> into flying in a Quicksilver, which like a Kolb, has to be flown
> right down to the ground. After a few hours in the Quick, my Kolb
> gave me no trouble at all.
>
> This is nothing new; Homer knew it well. From the original
> UltraStar manual:
> "Many airplane pilots have flown the UltraStar for the
> first time and had no difficulties.
>
> "However, if pilots do have any trouble ut is usually in
> the landing department. All proceeds well until it its time to
> flare for landing; a typical airplane has much more weight than an
> ultralight, and has much less drag than a typical ultralight does.
> An airplane comes in twice as fast as a typical ultralight. An
> airplane therefore has many times the energy to dissipate than a
> typical ultralight has, and less drag to help dissipate it. A
> typical landing flare in an airplane will start much higher than an
> ultralight because it has plenty of momentum to dissipate before
> touching down.
>
> "Thus when an airplane pilot gets into an ultralight, what
> can happen is that the [airplane oriented] pilot tends to start to
> flare too high in the air, he then stalls 10 to 15 feet above the
> runway and lands quite hard which usually will collapse the landing
> gear... the safest way to avoid this is to carry some power... you
> should fly the UltraStar onto the ground..."
>
> -Dana
> --
> "If yew ain't livin' on th' edge, yer takin' up too much room!"
>
>
Message 16
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| Subject: | Firestar Project |
Mike- The wings will be close, but I have to re-do the color coat. It came out
"orange peel" in appearance. I think I will try something different on the other
wing, to find out what went wrong. Then I'll re-finish the top coat. I do
see your point, also relative to the discussion on VG's the last few days. I
am new to this, so everyone keep teaching me and forgive my errors. I talked my
wife into buying a new digital scale for the "bathroom". At my age, I'll have
one of my grandchildren tell me how to use it. I ground and fitted threar attaching
lug. It now fits the factory u-joint. Looks good, works great, lots of
meat on it- more than the other wing set.
Bill
Old Firestar
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| Subject: | Re: The Kolb drop |
At 12:38 PM 2/19/2008, you wrote:
>At 08:34 AM 2/19/2008, JetPilot wrote:
>
>>Kolb's have the characteristic of suddenly dropping hard on landing
>>if very good technique is not used. Cessna and other most other
>>training aircraft are not like this, they are much more forgiving on landing...
>
>All this talk makes me wonder... how many of the people on this list
>came from a GA background, and learned to fly in a Cessna or
>similar, and how many came from an ultralight background? I'd bet
>it's only the Cessna drivers that have problems with the so called
>"Kolb quit", which is common to all ultralights (I know a MLIII
>isn't an ultralight, but it's certainly descended from one).
I think that's exactly what the problem is. You cannot make a Cessna
driver fly a kolb to the ground
no matter how many times you tell him. He will always flare too high.
Only bending the landing gear will "eventually" convince a GA pilot
that it will stop flying when you
pull back the throttle and flare a kolb. If they've never flown
anything, it is easier.
Message 18
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| Subject: | Re: The Kolb drop |
At 01:53 PM 2/19/2008, robert bean wrote:
>My Kolb has a beneficial side however, as when I get an occasional gust
>just before touchdown that lifts us
>10' above the hard stuff. In a more conventional tractor high wing craft
>a sudden addition of power at this
>point will rotate the nose up, putting you in a worse attitude unless you
>(after some misadventures) push the
>stick forward simultaneously.
>In the Kolb all this happens automatically when the pusher prop adjusts
>things quite nicely for you.
Except in my UltraStar... the engine is much lower than the other Kolb
designs, so it behaves like a more conventional airplane.
-Dana
--
The two most common elements in the Universe are hydrogen and stupidity.
Message 19
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| Subject: | Re: Firestar Project |
For doing small paint touchups and spraying just about anything there is
a little cheap system available at most auto parts stores. It is called
a "PREVAIL SPAYER"
http://store.fastcommerce.com/cat_PaintProsUSA_ff80808117344aab01175581fc
276445.html?gclid=CMSlxIWy0ZECFQkqIgoduWdOzw. It is a small (less than
one cup) glass jar with a replaceable aerosol unit that screws on. I
have been using them for 37 years.
Aaron G
----- Original Message -----
From: william sullivan
I painted it with the foam roller, as advised, and it came out with a
very rough finish- like hundreds of little bumps.
Message 20
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| Subject: | Re: Firestar Project |
At 06:23 PM 2/19/2008, Aaron Gustafson wrote:
>For doing small paint touchups and spraying just about anything there is a
>little cheap system available at most auto parts stores. It is called a
>"PREVAIL SPAYER"
><http://store.fastcommerce.com/cat_PaintProsUSA_ff80808117344aab01175581fc276445.html?gclid=CMSlxIWy0ZECFQkqIgoduWdOzw>http://store.fastcommerce.com/cat_PaintProsUSA_ff80808117344aab01175581fc276445.html?gclid=CMSlxIWy0ZECFQkqIgoduWdOzw.
>It is a small (less than one cup) glass jar with a replaceable aerosol
>unit that screws on. I have been using them for 37 years...
I have a bigger sprayer too, but for some small repairs I recently did on
my UltraStar, I used a small Badger airbrush (no compressor, uses a can of
Freon as propellent).
-Dana
--
But I don't have an "any key" on my computer!
Message 21
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| Subject: | Re: The Kolb drop |
Only an idiot would not recognize there very real fact. I have instructed
in the Kolb, and as a CFI in general aviation aircraft.
That's it, I've had it, time to unplug for a while.
Steve
In a message dated 2/19/2008 8:37:52 A.M. Eastern Standard Time,
orcabonita@hotmail.com writes:
--> Kolb-List message posted by: "JetPilot" <orcabonita@hotmail.com>
Kolb's have the characteristic of suddenly dropping hard on landing if very
good technique is not used. Cessna and other most other training aircraft
are not like this, they are much more forgiving on landing and tolerant of the
pilot being a little off speed, or a little high in the flare. Only an idiot
would not recognize there very real fact. I have instructed in the Kolb,
and as a CFI in general aviation aircraft. In General aviation aircraft, I
can let students get much further off speed, or flare a lot higher on landing
than in a Kolb, and not bend the gear or result in a very hard landing.
Hundreds of students flare high, land slow, etc etc every day in Cessnas and
other aircraft and you do not constantly bend the gear, partly due to stronger
gear, and partly to do much more forgiving aerodynamics.
The other fact is that on my Kolb MK III, VG's have done a lot to correct
this bad habit of dropping suddenly and hard upon landing. VG's do not solve
this problem entirely, but my Kolb MK III is not anywhere near as critical in
landing as it was, and it does not drop nearly as hard if I am a few feet
high as it did without VG's. I don't care so much about the theory, or what
some may say about stalls, the FACT is that VG's make landings much easier and
less critical in my Kolb, and that is a great thing.
Mike
--------
"NO FEAR" - If you have no fear you did not go as fast as you
could have !!!
Kolb MK-III Xtra, 912-S
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=164998#164998
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Message 22
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| Subject: | Re: Trailer for Mark III |
Thanks for the quick reply.
Jim
----- Original Message -----
From: "grantr" <grant_richardson25@yahoo.com>
Sent: Tuesday, February 19, 2008 8:19 AM
Subject: Kolb-List: Re: Trailer for Mark III
>
> 8.5X24 is the right size for my MKIII classic The door opening is 75
inches tall and it just clears it a ivo 3 blade on a 503.
>
> 82 inches between the wheel wells and 24' 4' long inside. 94 inch door
opening width and 96 inches wide.
>
> It would probably go in a 7 wide trailer. I would also get one a little
taller if i ever got another trailer.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=164996#164996
>
>
Message 23
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| Subject: | Re: The Kolb drop |
I hate to see blame thrown where it shouldn't be thrown.
Of course it shouldn't be called the "Kolb drop"; no need blaming the
Kolb design for a perfectly normal flight occurrence. It's simply a
stall, and ALL wings will stall. All pilots should feel this out, at
a safe altitude.
Basically, the heavier the aircraft, the higher speed at which it
will stall, and the earlier you should start your flare. (BTW, it's
'flare', not flair). I fly would a twin Otter or DC-3 much
differently than I would a Cub or Champ. Huge weight difference.
Wing design is also a factor. Wing 'washout' or 'twist' reduces the
abruptness of the stall, delays it and makes it gentler. Worst I
ever flew was the BD-4, whose wing has NO washout at all. One minute
it was flying, then the next second --WHAM ! it was nose-down, headed
toward the ground. Scary.
They're all similar, but all different.
Learn to fly your aircraft!.
I'm sure Kolbs are no worse than the others. Just different.
Message 24
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| Subject: | Re: All pilots should feel this out, at a safe altitude. |
I couldn't agree with that any more, Thanks for spelling it out for others
to understand
Ellery
do not archive
In a message dated 2/19/2008 9:27:37 P.M. Eastern Standard Time,
russ@rkiphoto.com writes:
I hate to see blame thrown where it shouldn't be thrown.
Of course it shouldn't be called the "Kolb drop"; no need blaming the Kolb
design for a perfectly normal flight occurrence. It's simply a stall, and ALL
wings will stall. All pilots should feel this out, at a safe altitude.
Basically, the heavier the aircraft, the higher speed at which it will
stall, and the earlier you should start your flare. (BTW, it's 'flare', not
flair). I fly would a twin Otter or DC-3 much differently than I would a Cub or
Champ. Huge weight difference.
Wing design is also a factor. Wing 'washout' or 'twist' reduces the
abruptness of the stall, delays it and makes it gentler. Worst I ever flew was
the
BD-4, whose wing has NO washout at all. One minute it was flying, then the
next second --WHAM ! it was nose-down, headed toward the ground. Scary.
They're all similar, but all different.
Learn to fly your aircraft!.
I'm sure Kolbs are no worse than the others. Just different.
(http://www.matronics.com/Navigator?Kolb-List)
(http://www.matronics.com/contribution)
**************Ideas to please picky eaters. Watch video on AOL Living.
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2050827?NCID=aolcmp00300000002598)
Message 25
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| Subject: | Re: Firestar Project |
In a message dated 2/19/2008 6:26:08 P.M. Central Standard Time,
d-m-hague@comcast.net writes:
I have a bigger sprayer too, but for some small repairs I recently did on my
Ultra Star, I used a small Badger airbrush (no compressor, uses a can of
Freon as propellent).
-Dana
I've done the same thing! Works great! At the hangar where I didn't
have a compressor I used a spare tire for the propellant.
Ed FF # 62
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2050827?NCID=aolcmp00300000002598)
Message 26
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| Subject: | Southern Hospitality |
Not Kolb but fun. Also sure it isn't true.
Do not Archive
Rick Neilsen
Redrive VW powered MKIIIC
Atlanta Airport
You gotta love this one even if you've never lived in the South. Some
of
you will enjoy this more than others... Southerners can be so polite!
Atlanta ATC: 'Tower to Saudi Air 511 -- You are cleared to land
eastbound
on runway 9R
Saudi Air: 'Thank you Atlanta ATC. Acknowledge cleared to land on
infidel's
runway 9R - Allah be Praised.'
Atlanta ATC: 'Tower to Iran Air 711 --You are cleared to land westbound
on
runway 9R.'
Iran Air: 'Thank you Atlanta ATC. We are cleared to land on infidel's
runway 9R. - Allah is Great.'
Pause...
Saudi Air: ' ATLANTA ATC - ATLANTA ATC'
Atlanta ATC: 'Go ahead Saudi Air 511.'
Saudi Air: 'YOU HAVE CLEARED BOTH OUR AIRCRAFTS FOR THE SAME RUNWAY
GOING IN OPPOSITE DIRECTIONS. WE ARE ON A COLLISION COURSE.
INSTRUCTIONS, PLEASE.'
Atlanta ATC: 'Well bless your hearts. And praise Jesus. Y'all be
careful
now and tell Allah 'Hey' for us -- '
Message 27
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| Subject: | Re: Southern Hospitality |
Last time I was in/out ATL, twr was very pleasant, but gnd got me
lost, twice! 172, not UL, though.
regards,
Bob N. FireFly 070 Old Kolb
http://www.angelfire.com/rpg/ronoy/
do not archive
Message 28
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| Subject: | Building your own gear legs |
Hello everyone
I,m the new guy on the block
I own a mark 3 and I want to build new gear legs for her.
A little taller and set a little forward.
Could you fellows tell me what tubing thickness everyone uses when building 4130
gear legs and where you get them heat treated, cost ect.
I sure would appreciate it.
Thanks Vern
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=165164#165164
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