Today's Message Index:
----------------------
1. 03:56 AM - Re: Re: Heel brakes or ??? (pj.ladd)
2. 03:58 AM - Re: You have received photos from Adobe Photoshop Album Starter Edition 3.0 (pj.ladd)
3. 04:11 AM - Re: You have received photos from Adobe Photoshop Album Starter Edition 3.0 (pj.ladd)
4. 04:12 AM - Re: Re: Heel brakes or ??? (pj.ladd)
5. 05:13 AM - Re: Re: Props (Dana Hague)
6. 05:24 AM - Re: Re: Heel brakes or ??? (Ellery Batchelder Jr)
7. 05:44 AM - Re: Heel Brakes or ??? (william sullivan)
8. 06:50 AM - Re: Re: Heel brakes or ??? (russ kinne)
9. 07:13 AM - Re: Props (John Hauck)
10. 07:17 AM - Re: Re: Heel Brakes or ??? (Ellery Batchelder Jr)
11. 07:50 AM - Re: Re: Heel brakes or ??? (Jack B. Hart)
12. 08:23 AM - Taildragger or nosedragger (Mike Welch)
13. 10:51 AM - Squeeze Bulb (Jack B. Hart)
14. 11:09 AM - Re: Re: You have received photos from Adobe Photoshop Album Starter (pj.ladd)
15. 11:09 AM - Re: Re: You have received photos from Adobe Photoshop Album Starter (pj.ladd)
16. 11:10 AM - Re: Re: Props (Dennis Souder)
17. 12:01 PM - Firestars & gusts????? (frank.goodnight)
18. 12:29 PM - Re: Taildragger or nosedragger (The Kuffels)
19. 12:41 PM - Re: Re: Props (John Hauck)
20. 01:11 PM - Re: Firestars & gusts????? (John Hauck)
21. 01:23 PM - Re: Re: You have received photos from Adobe Photoshop Album Starter (John Hauck)
22. 01:52 PM - Re: Squeeze Bulb (Richard Girard)
23. 02:14 PM - Re: Re: Props (robert bean)
24. 02:22 PM - Re: Re: Props (Jim Baker)
25. 02:28 PM - Re: Re: Props (robert bean)
26. 02:52 PM - Re: Re: Props (John Hauck)
27. 03:13 PM - Re: Squeeze Bulb (russ kinne)
28. 07:14 PM - Re: Heel brakes or ??? (Richard Pike)
29. 08:02 PM - Re: Squeeze Bulb (WhiskeyVictor36@aol.com)
30. 09:57 PM - Re: Re: Mz 34 (DAquaNut@aol.com)
31. 11:32 PM - Re: Firestars & gusts????? (dalewhelan)
Message 1
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| Subject: | Re: Heel brakes or ??? |
HI Robert,,
Now , would I?
/.. I did qualify it by saying `all other things being equal`
Pat
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| Subject: | Re: You have received photos from Adobe Photoshop Album Starter |
Edition 3.0
a 45 degree fitting into the block ""
Might work. I will have a shufti .Thanks
Pat
Message 3
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| Subject: | Re: You have received photos from Adobe Photoshop Album Starter |
Edition 3.0
Hi Ellery,
<<You got to be a contortionist to use it comfortably >>
You can`t reach it at all with the right hand so I have to reach across
my body with my left. Seriously bad design. If I hadn`t been so smitten
with the looks of the Kolb I would never have bought the plane. Bad case
of heart ruling head.
Cheers
Pat
Message 4
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| Subject: | Re: Heel brakes or ??? |
For my kind of flying, my mkIII tail dragger does a much better job than a
tri gear.>>
Hi John,
I just know I am going to regret starting this. Why?. In what respect is a
tail dragger better?
Enquiringly ( and really envying you the crab)
Pat
Message 5
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At 01:12 AM 10/4/2009, DAquaNut@aol.com wrote:
> Now that Power fin has gone out of business what other prop is as
> light weight, that is also adjustable and rigid? I was intending on
> getting one for my Firefly, because I was told it did not flex so badly
> at idle like the Ivo. Also because I need to keep it light.
Powerfins are very light, but fragile... bad news for a pusher where the
landing gear may kick rocks into it. I watched a MKIII crash after the
Powerfin prop exploded on takeoff at about 50' (shouldn't have been a crash
but the pilot concentrated on shutting down the engine instead of flying
the plane). The owner had repaired nicks in the prop from gravel strikes
without realizing the cracks extended all the way through the rigid part
into the foam core.
If I was in the market for a plastic prop, it'd be a Warp Drive. Not as
light as the Powerfin but very rigid and bulletproof..
Of course if you want light weight there's also the GSC adjustable wood
props
<http://www.ultralightprops.com/tech_series_props/gsc_tech_groundadjust.htm>.
I have one on one of my PPG's; they're beautifully made and less expensive
than any plastic prop.
-Dana
--
(A)bort, (R)etry, (P)retend it didn't happen?
Message 6
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| Subject: | Re: Heel brakes or ??? |
It really doesn't make a difference to me Heal or Toe Brakes when I had small tires
on the brakes worked ok now I have bigger tires on the brakes dont seem to
work as well, I made a change and got a reaction, now I have to make another
change to get the reaction I am looking for
Heres a Few pic's Flying around Maine ??in a Kolb MK3C See attachements?
Ellery Flying around Maine
Message 7
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| Subject: | Re: Heel Brakes or ??? |
- Nice photos, Ellery.- Looks a lot like my area in Vermont.- Not a l
ot of places to land.- Is that an electronic compass?
-
do not archive
-------------------------
------------------- Bill Sullivan
-------------------------
------------------- Windsor Locks, Ct
.
-------------------------
--------------------FS 447
Message 8
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| Subject: | Re: Heel brakes or ??? |
Pat
Briefly, and not to start a long thread --
Kolbs are pusher taildraggers; so this is Kolb-related. Of course
pushers are different from tractors, but most GA taildraggers are
tractors, and IMHO:
are much better for any kind of bush flying; keeps the prop up out of
the brush.
do better landing on soft ground; nosewheels are usually smaller than
mains and can dig in more easily
have less tendency to nose-over
for photography, gear leg is FORWARD of wing-strut, and out of the way
no nose gear & strut right behind prop, in the hi-speed airflow, to
produce lots of drag
easier to hand-prop as the prop is higher off the ground
easier to get in & out of, esp for creaky or disabled pax
if tailwheel is flat, broken or missing, you can still fly,
carefully. Not so with nosewheels.
Taildraggers just LOOK so much better!
So. As I said, just IMHO
Fly & enjoy; winter's coming
Russ
On Oct 4, 2009, at 7:04 AM, pj.ladd wrote:
>
> For my kind of flying, my mkIII tail dragger does a much better job
> than a
> tri gear.>>
>
> Hi John,
> I just know I am going to regret starting this. Why?. In what
> respect is a tail dragger better?
>
> Enquiringly ( and really envying you the crab)
>
> Pat
>
>
Message 9
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Remind me when I get home. I disected a Warp Drive prop blade grip and also a
GSC. You may change your mind about GSC after you see these two photos.
The reason I started flying Warp Drive Props in 1993, was GSC. I had a GSC 3 blade
wood prop mounted on a 582 on my mkIII. During climb out at WOT a blade
failed, hit the tail boom, and collected the other two blades. I couldn't afford
for this to happen again. GSC promptly sent me a new prop and hub. I promptly
sold it.
Moab, Utah
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266387#266387
Message 10
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| Subject: | Re: Heel Brakes or ??? |
no thats a digital Temp guage
Ellery
-----Original Message-----
From: william sullivan <williamtsullivan@att.net>
Sent: Sun, Oct 4, 2009 8:42 am
Subject: Kolb-List: Re: Heel Brakes or ???
? Nice photos, Ellery.? Looks a lot like my area in Vermont.? Not a lot of places
to land.? Is that an electronic compass?
?
do not archive
???????????????????????????????????????????? Bill Sullivan
???????????????????????????????????????????? Windsor Locks, Ct.
?????????????????????????????????????????????FS 447
Message 11
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| Subject: | Re: Heel brakes or ??? |
Advantage (disadvantage?) of a nose wheel is that one tends to drive the
aircraft on the ground rather than fly it on the ground. This can cause
problems when taxiing in gusty winds. Also another advantage
(disadvantage?) is that due to the cg being ahead of the main landing gear,
one can land the aircraft in a crab with less tendency to ground loop. When
this is done there is a greater chance to fold the gear due to the increased
side loading and stress on the landing gear.
When flying a tail dragger configuration, one readily learns to pay
attention to flying the aircraft on the ground, and not to land in a crab.
Glider pilots are the best versed on flying on the ground, as they have only
one main wheel. Also, with the cg behind the main gear, the load
distribution upon takeoff rotation favors the tail dragger, in that, it
allows one to get off soft field easier than a nose wheel aircraft. As one
tries to early rotate a nose wheel aircraft with the cg ahead of the main
gear, much more weight is shifted to the main gear than with a tail dragger.
In side profile drag, I don't know if there is advantage in either
configuration. The tail dragger has a longer wheel base. And so the tail
wheel may give better ground stability than a nose wheel. But it may be a
toss up as to which is better.
Over all I like the tail dragger, as I believe it makes a better pilot out
you as it demands that you continue to fly the aircraft while on the ground.
FWIW - a couple of hours work away from first start up on the MZ 34
Jack B. Hart FF004
Winchester, IN
Message 12
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| Subject: | Taildragger or nosedragger |
Pat=2C and Kolb people=2C
What is better=2C a taildragger or nosedragger? It depends on the type o
f flying a person does. Why would the type of flying=2C or more specifical
ly=2C the type of LANDING they do=2C be more appropriate for non-airport ty
pe landings?
Here's why:
Example=3B A nosewheel airplane usually has a smaller wheel than the mai
ns. In the process of slowing down (during the landing roll)=2C much more
pressure is applied to the nosewheel as the plane pitches forward. This do
wnward force is pushing on ONE (!) small tire. On any kind of soft grass/d
irt/mud/etc runway=2C a nosewheel airplane runs the risk of "digging in"=2C
and flipping over.
Contrast that idea with a taildragger. When applying brakes=2C to slow d
own from landing=2C you are concentrating the airplane's weight on TWO whee
ls. Each of these two wheels are larger than what only one small nosewhee
l would be=2C thereby distributing the airplane's weight better (and safer)
. Also=2C as the plane drops it's tailwheel=2C the center of gravity shift
's rearward=2C which is also better if landing on a soft surface.
This fact alone is why there is no such thing as a nosewheel bush plane.
It would be foolish to build upon a flawed concept of using a nosewheel de
sign in a soft field environment.
Airplane=2C like automobiles=2C come in many different styles. What work
s for one=2C will not likely work well for another. If someone believes a
taildragger airplane works better for them=2C then they most likely see a l
ot of non-airport landings.
Additionally=2C since most taildragger designs are tractor types=2C they
often has much better prop clearance from thrown-up debri=2C when the plane
has slowed down (and resting on the tailwheel).
Nosewheel style planes have their place in airport operations=2C or at le
ast on hard surface runways.
Worked on my MkIII yesterday for the first time in 6 months. Yay! I'm n
earing completion on my house that I'm building. I'm looking forward to wo
rking fulltime on the Kolb all winter. I should be able to finish it in ab
out 3 months.
Mike Welch
MkIII
=0A
_________________________________________________________________=0A
Hotmail: Powerful Free email with security by Microsoft.=0A
Message 13
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Thought I could finish up the MZ34 installation today but Murphy showed up.
I put the fuel tank back in and was ready to reconnect the fuel line to the
engine. Before reinstalling the squeeze bulb, I found I could not squeeze
it. It is hard as a rock. Evidently the fuel in side the bulb kept it
flexible and when disconnected it dried out and became hard. Only ten years
old, so I guess it was time.
Will make a trip to Walmart to see if they have one. If they don't I will
soak the original in gas over night as see if it softens up.
Jack B. Hart FF004
Winchester, IN
Message 14
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| Subject: | Re: You have received photos from Adobe Photoshop Album |
Starter
On the plus side, I'd bet that after muffler does a good job of quieting the
exhaust sound>>
Hi Thom,
well it got the sound low enough to pass the `decibel gun` test. This is
tested only once when the plane goes for type approval. Not on each plane
built.
Any change in the exhaust system would mean retesting. Not impossible but I
would have to arrange for a test to be carried out at my expense. A total
redesign might effect the C of G too. I wouldn`t ordinarily consider it but
a slight rearrangement near that oil pressure sender might be possible.
In spite of passing the noise test my plane is by far the noisiest on the
field. But it can out climb anyone else so it has its compensations..
Regarding which I had a `heads up` last week. The strip is in the middle of
a Low Level Corridor used by C130`s from a local field. Sitting on the end
of the strip just about to open the throttle to take off and a C130 cruised
across right in my climb out. I spoke to the safety officer at the RAF field
they operate from and complained. He was a bit dismissive when I said
`microlight` and in the subsequent exchange of letters he said that in
effect even with registered microlight fields the C130 crews assume that
they only fly at weekends and holidays and that the C130`s were entitled to
fly down to 250 ft in the Corridor and `see and be seen` was the order of
the day.
I told him that we have a Cub and an Auster operate from the field as well
but with their rate of climb they had no problem.
I pointed out that sitting in a field with high hedges on either side rather
limits the horizontal view of approaching a/c and that I could be at 250ft
in about 15 seconds. Did that give his crews time to take evasive action?. I
think that shook him a bit as he has promised to bring it to the attention
of the C130 crews. Heh! Heh!
Cheers
Pat
Message 15
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| Subject: | Re: You have received photos from Adobe Photoshop Album |
Starter
That's pretty cool,Pat....is it quieter??? And I can't figure out how you
do your flap handle..???? What the heck do you grab onto ???>>
Hi Ces,
Well....quiet enough to be legal. The flaps? Left hand across body. What am
I supposed to hang on to???? Ask the Kolb factory.
Cheers
Pat
Message 16
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John,
If I knew where your GSC prop blade failed ... I have since forgotten.
Where did the blade fail? I do recall when building a SS for the twin
engine 2si engine package, that I cut out a piece of 6" tubing and made a
doubler plate for the fuselage tube under the prop area. Maybe this was an
inspiration from your GSC prop experience.
Dennis
-----Original Message-----
From: owner-kolb-list-server@matronics.com
[mailto:owner-kolb-list-server@matronics.com] On Behalf Of John Hauck
Sent: Sunday, October 04, 2009 10:14 AM
Subject: Kolb-List: Re: Props
Remind me when I get home. I disected a Warp Drive prop blade grip and also
a GSC. You may change your mind about GSC after you see these two photos.
The reason I started flying Warp Drive Props in 1993, was GSC. I had a GSC
3 blade wood prop mounted on a 582 on my mkIII. During climb out at WOT a
blade failed, hit the tail boom, and collected the other two blades. I
couldn't afford for this to happen again. GSC promptly sent me a new prop
and hub. I promptly sold it.
Moab, Utah
--------
John Hauck
MKIII/912ULS
hauck's holler, alabama
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266387#266387
Message 17
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| Subject: | Firestars & gusts????? |
Decided to pratice takeoffs and landings today , in gusty conditions.
Firestar 2 @ 725lbs
Runway heading 13
wind 170 @ 14k gusting 20k, gust were rather closely spaced.
DA 2400 ft.
My goal was to touch down within 50 yards of my selected touch down
point and feel
safe and in compleat control. I couldn't do it. I was really pushing
it to stay within 100 yards.
I only did 6 landings because I felt like I was at or maybe exceading
my skill limits.
As I am planing 2 rather long X countrys this spring, one to Utah &
one to Sun&Fun, I'm
sure I'll run into rough weather and I need to pratice for it.
MY questions to anyone who flys a firestar are , what do you think is
a reasonable limit for
the firestar regarding gusty conditions and crosswind components?
I realize that each pilot has a different skill level, I,m trying to
raise mine up to what the airplane can do, but I don't want to push
hard enough to get in trouble. any thoughts will be appreciated
and helpful.
Frank Goodnight
Firestar2 HKS 55161
Brownsville , TX
Message 18
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| Subject: | Re: Taildragger or nosedragger |
Both have their pluses and minuses. But for grass or unimproved runways
I much prefer a taildragger.
When I lived in Anchorage my next door neighbor got an absolutely
fantastic deal on a Cessna 182 in South Carolina. On his first flight
after getting back to Alaska he landed at the best maintained grass
airfield in the state. While taxing slowly, the nose wheel caught a rut
and folded back. Between the bent firewall and the prop strike the
plane was totaled and never flew again.
So when flying my Mooney I'm extra cautious when not on paved ground.
At least it has trailing link knee action in front which is less
vulnerable than the Cessnas.
Tom Kuffel
Whitefish, MT
Building original FireStar
Message 19
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> If I knew where your GSC prop blade failed ... I have since forgotten.
> Where did the blade fail?
>
> Dennis
Dennis S/Gang:
I have an idea the double K&N air filter I was using decided to depart its
normal location and went through the prop. Either that or one blade failed,
hitting the tail boom, and collected the other two blades. Had a large dent
in the tail boom, which was knocked about 5 to 10 degrees out of column.
Had no idea they tail boom was no longer straight until after I landed.
I was in a steep climbing attitude, WOT, when I experienced a very loub
explosion and immediate terrific vibration. I didn't have time to shut down
the engine. When the prop failed, it instantaneously shook both carbs out
of their sockets. Only thing holding them on to the aircraft was the
cables. I had the standard Rotax starter mounted on the mag eng of the 582.
It was hanging by the positive battery cable after the bell housing broke.
I put the mkIII in a shoe box forced landing area. Thank God I had 40
degrees of flaps to get me down and stopped before I hit a large bamboo
thicket. I had to ground loop the mkIII to keep from hitting the thicket.
To add to my delema, the Johnson grass in the field was shoulder high. Did
not put a scratch on the mkIII during the forced landing.
Says a lot for the capability of the Kolb MKIII. Not a classic, because
there were no classics until the MKIIIx came along. Don't change the
designation of my MKIII because of that. I have a MKIII, and TNK designed a
MKIII Extra. ;-)
john h
mkIII
Moab, Utah
Message 20
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| Subject: | Re: Firestars & gusts????? |
> I realize that each pilot has a different skill level, I,m trying to
> raise mine up to what the airplane can do, but I don't want to push hard
> enough to get in trouble. any thoughts will be appreciated
> and helpful.
>
> Frank Goodnight
Hi Frank G/Gang:
Capability of any Kolb and its pilot, to me, is what that pilot feels
comfortable with.
That is how I approach the capabilities of my mkIII and the other Kolb
models I get to fly occasionally.
Many times, when I get caught in bad weather conditions, my mkIII
demonstrates it is a better airplane than I am a pilot.
I learned to fly Kolbs by flying frequently, almost every day, pushing the
envelope more each time I flew. Flew in all kinds of wind and weather
conditions. I learned a lot. Some good and some very bad. The bad part
was my fault, not the airplanes'.
BTW: I also practiced a lot of dead stick landings. Wish I could execute
them now as good as I could 20 years ago. The reason, I don't practice
nearly enough.
Looking forward to seeing Frank G at Monument Valley, May 2010. Hope I get
there early so I can watch Frank land and see the big ass grin on his face
when he taxiis up to the tie down cable.
Experiencing my second dust storm in Moab. First since John W, Boyd Y, and
I rode one out at the airport a few years ago.
john h
mkIII
Moab, Utah
Message 21
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| Subject: | Re: You have received photos from Adobe Photoshop Album |
Starter
> A total
> redesign might effect the C of G too. I wouldn`t ordinarily consider it
> but a slight rearrangement near that oil pressure sender might be
> possible.
> Pat
Patrick L/Gang:
Kolbs are noted for their rather wide cg range.
Takes quite a bit of weight to make a noticeable change in cg.
Doubt changing/rerouting exhaust systems and pipes would amount to a hill of
beans.
john h
mkIII
Message 22
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| Subject: | Re: Squeeze Bulb |
Jack, When one of the flapper valves in a primer bulb broke off and cut off
fuel to the engine I was on the ground almost instantly. Fortunately it
happened right after take off and not when I was cruising down the Arkansas
River at 150' the day before. You've put a lot of time and effort into your
MZ34 installation. It sure would be a shame if a $10 primer bulb took it
down. My 2 cents.
Rick Girard
do not archive
On Sun, Oct 4, 2009 at 2:07 PM, Jack B. Hart <jbhart@onlyinternet.net>wrote:
>
> Thought I could finish up the MZ34 installation today but Murphy showed up.
> I put the fuel tank back in and was ready to reconnect the fuel line to the
> engine. Before reinstalling the squeeze bulb, I found I could not squeeze
> it. It is hard as a rock. Evidently the fuel in side the bulb kept it
> flexible and when disconnected it dried out and became hard. Only ten
> years
> old, so I guess it was time.
>
> Will make a trip to Walmart to see if they have one. If they don't I will
> soak the original in gas over night as see if it softens up.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
Message 23
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Amazing how focussed you attention gets in these circumstances.
-and how glad you feel when you survive intact.
BB
do not archive
On 4, Oct 2009, at 3:36 PM, John Hauck wrote:
>
>
> > If I knew where your GSC prop blade failed ... I have since
> forgotten.
>> Where did the blade fail?
>>
>> Dennis
>
>
> Dennis S/Gang:
>
> I have an idea the double K&N air filter I was using decided to
> depart its normal location and went through the prop. Either that
> or one blade failed, hitting the tail boom, and collected the other
> two blades. Had a large dent in the tail boom, which was knocked
> about 5 to 10 degrees out of column. Had no idea they tail boom was
> no longer straight until after I landed.
>
> I was in a steep climbing attitude, WOT, when I experienced a very
> loub explosion and immediate terrific vibration. I didn't have
> time to shut down the engine. When the prop failed, it
> instantaneously shook both carbs out of their sockets. Only thing
> holding them on to the aircraft was the cables. I had the standard
> Rotax starter mounted on the mag eng of the 582. It was hanging by
> the positive battery cable after the bell housing broke.
>
> I put the mkIII in a shoe box forced landing area. Thank God I had
> 40 degrees of flaps to get me down and stopped before I hit a large
> bamboo thicket. I had to ground loop the mkIII to keep from
> hitting the thicket. To add to my delema, the Johnson grass in the
> field was shoulder high. Did not put a scratch on the mkIII during
> the forced landing.
>
> Says a lot for the capability of the Kolb MKIII. Not a classic,
> because there were no classics until the MKIIIx came along. Don't
> change the designation of my MKIII because of that. I have a
> MKIII, and TNK designed a MKIII Extra. ;-)
>
> john h
> mkIII
> Moab, Utah
>
>
Message 24
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X-mailer: Pegasus Mail for Windows (4.51)
X-SpamReason %%SpamReason%%:
> Now that Power fin has gone out of business what other prop is as
> light weight, that is also adjustable and rigid? I was intending on
> getting one for my Firefly, because I was told it did not flex so
> badly at idle like the Ivo. Also because I need to keep it light.
>
>
>
> Ed Diebel
This is NOT about how bad Ivo props are,,,many love them.... but
rather one of the reasons I'm not wild about them ( I have a Warp on
mine).
Test flew another gentleman's FS 2 with an Ivo and was really
surprised at the stall characteristics. Just as I approached a stall
the Ivo would "unload"/cavitate and instead of a nice smooth break
the plane would quit flying immediately, not buffet a bit as mine
will. The airspeed would dramatically drop as the prop stopped
producing any thrust whatsoever. Really bad behaviour.....
Jim Baker
580.788.2779
405. 426.5377 cell
Elmore City, OK
Message 25
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John, how did you extract the Kolb from the shoebox?
BB
do not archive
On 4, Oct 2009, at 3:36 PM, John Hauck wrote:
>
>
> > If I knew where your GSC prop blade failed ... I have since
> forgotten.
>> Where did the blade fail?
>>
>> Dennis
>
>
> Dennis S/Gang:
>
> I have an idea the double K&N air filter I was using decided to
> depart its normal location and went through the prop. Either that
> or one blade failed, hitting the tail boom, and collected the other
> two blades. Had a large dent in the tail boom, which was knocked
> about 5 to 10 degrees out of column. Had no idea they tail boom was
> no longer straight until after I landed.
>
> I was in a steep climbing attitude, WOT, when I experienced a very
> loub explosion and immediate terrific vibration. I didn't have
> time to shut down the engine. When the prop failed, it
> instantaneously shook both carbs out of their sockets. Only thing
> holding them on to the aircraft was the cables. I had the standard
> Rotax starter mounted on the mag eng of the 582. It was hanging by
> the positive battery cable after the bell housing broke.
>
> I put the mkIII in a shoe box forced landing area. Thank God I had
> 40 degrees of flaps to get me down and stopped before I hit a large
> bamboo thicket. I had to ground loop the mkIII to keep from
> hitting the thicket. To add to my delema, the Johnson grass in the
> field was shoulder high. Did not put a scratch on the mkIII during
> the forced landing.
>
> Says a lot for the capability of the Kolb MKIII. Not a classic,
> because there were no classics until the MKIIIx came along. Don't
> change the designation of my MKIII because of that. I have a
> MKIII, and TNK designed a MKIII Extra. ;-)
>
> john h
> mkIII
> Moab, Utah
>
>
Message 26
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> John, how did you extract the Kolb from the shoebox?
> BB
Hi Bob B/Gang:
Pulled the wings and trailered it out.
Dinged the leading edge of the upper vertical stabilizer loading into the
trailer. ;-(
Little Mike sent me a "2d" tail boom, and I was back in business in a couple
weeks, only to have the 582 seize. Got it into a small hay field. Wiped
out the landing gear trying to fly it out. That was the last flight of the
mkIII until Bro Jim built new landing gear, and I repaired the damage, and
installed my new 912. That was winter of 93/94. Flew again a couple days
prior to Sun and Fun 1994. Two months later it flew 17,400 miles in 41 days
and 232.0 flight hours. Think I got the bugs worked out of it by then. ;-)
john h
mkIII - I break'em. Me and Bro Jim fix'em.
Message 27
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| Subject: | Re: Squeeze Bulb |
Jack
FWIW, when something important screws up, REPLACE it
Russ K
do not archive
On Oct 4, 2009, at 4:38 PM, Richard Girard wrote:
> Jack, When one of the flapper valves in a primer bulb broke off and
> cut off fuel to the engine I was on the ground almost instantly.
> Fortunately it happened right after take off and not when I was
> cruising down the Arkansas River at 150' the day before. You've put
> a lot of time and effort into your MZ34 installation. It sure would
> be a shame if a $10 primer bulb took it down. My 2 cents.
>
> Rick Girard
> do not archive
>
> On Sun, Oct 4, 2009 at 2:07 PM, Jack B. Hart
> <jbhart@onlyinternet.net> wrote:
> <jbhart@onlyinternet.net>
>
> Thought I could finish up the MZ34 installation today but Murphy
> showed up.
> I put the fuel tank back in and was ready to reconnect the fuel
> line to the
> engine. Before reinstalling the squeeze bulb, I found I could not
> squeeze
> it. It is hard as a rock. Evidently the fuel in side the bulb
> kept it
> flexible and when disconnected it dried out and became hard. Only
> ten years
> old, so I guess it was time.
>
> Will make a trip to Walmart to see if they have one. If they don't
> I will
> soak the original in gas over night as see if it softens up.
>
> Jack B. Hart FF004
> Winchester, IN
>
>
> ==========
> arget="_blank">http://www.matronics.com/Navigator?Kolb-List
> ==========
> http://forums.matronics.com
> ==========
> le, List Admin.
> ="_blank">http://www.matronics.com/contribution
> ==========
>
>
Message 28
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| Subject: | Re: Heel brakes or ??? |
Dana wrote:
> Here's a couple of pix of my "substandard" heel brake installation for anybody
who's interested. Not saying they're "better", never did, but they work just
fine for me.
>
> -Dana
>
> Growing old is inevitable, but we can stay immature indefinitely.
Dana, that is sweet, much better than the stock cable operated setup. I saved those
pix, I can actually see myself liking that, thanks.
(Now if John will ever get over his crabs and go home so he can post some pix...)
Richard Pike
MKIII N420P (420ldpoops)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266511#266511
Message 29
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| Subject: | Re: Squeeze Bulb |
In a message dated 10/4/2009 1:51:40 P.M. Eastern Daylight Time,
jbhart@onlyinternet.net writes:
Will make a trip to Walmart to see if they have one.
Jack,
I had the same problem with the squeeze bulb getting hard after being dry
for a few weeks, while I was cleaning out the fuel tank and installing new
fuel lines. Walmart only had the 3/8" size, but I found a 1/4" size at
NAPA auto parts. They have a few parts in their marine department.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
Message 30
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Great news Jack! I for one am waiting for your next report and Im sure
others are interested.
Ed Diebel
In a message dated 10/4/2009 9:51:12 A.M. Central Daylight Time,
jbhart@onlyinternet.net writes:
FWIW - a couple of hours work away from first start up on the MZ 34
Jack B. Hart FF004
Winchester, IN
Message 31
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| Subject: | Re: Firestars & gusts????? |
Frank, I have done 17kts at about 45 degrees without problems but not without attention.
I also glt hit by 20 MPH at 90 degrees and stomped on the brakes to stop a ground
loop damaged the nose.
I usually do wheel landings in crosswind although I have heard people argue for
3 pointers in crosswind.
Flew today with 20+ winds, only one crosswind takeoff, a bit sloppy, all else into
the wind
--------
Dale Whelan
503 powered Firestar II
Projection, A simple and interesting Psychological concept
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266534#266534
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