Today's Message Index:
----------------------
1. 06:39 AM - Re: E- Mail broken? (kinne russ)
2. 06:53 AM - Re: E- Mail broken? (K I)
3. 07:03 AM - Re: Kolb-List Digest: 4 Msgs - 01/07/12 (Tim Bjork)
4. 07:35 AM - Getting off the Pennzoil Air Cooled habit (Tim Bjork)
5. 07:50 AM - Amendment to Air Cooled post (Richard Girard)
6. 08:02 AM - Re: Getting off the Pennzoil Air Cooled habit (Richard Girard)
7. 09:46 AM - bonding lexan or plexiglass (b young)
8. 10:04 AM - Re: bonding lexan or plexiglass (Richard Girard)
9. 10:07 AM - Re: bonding lexan or plexiglass (Michael Welch)
10. 10:17 AM - Re: bonding lexan or Plexiglas (John Hauck)
11. 10:22 AM - Re: bonding Lexan or Plexiglas (John Hauck)
12. 10:34 AM - Mk III max take off weight (Richard Girard)
13. 10:51 AM - Re: Mk III max takeoff weight (John Hauck)
14. 11:19 AM - Re: Mk III max take off weight (b young)
15. 11:25 AM - Re: Mk III max take off weight (tkben002)
16. 01:03 PM - Re: Mk III max takeoff weight (Richard Girard)
17. 01:31 PM - Everglades flight (Watkinsdw)
18. 01:32 PM - Re: Getting off the Pennzoil Air Cooled habit (Richard Pike)
19. 01:43 PM - Re: bonding lexan or Plexiglas (Richard Pike)
20. 01:51 PM - Re: Mk III max takeoff weight (John Hauck)
21. 01:52 PM - Re: Mk III max take off weight (Richard Pike)
22. 02:05 PM - Re: Everglades flight (Richard Pike)
23. 05:16 PM - Re: Mk III max takeoff weight (Richard Girard)
Message 1
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| Subject: | Re: E- Mail broken? |
Works for me!
On Jan 7, 2012, at 6:59 PM, frank goodnight wrote:
> HI all,
> checking to see if my E-mail is working.
> Frank
>
>
>
>
Message 2
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Hi Frank=2C Looks like it is working. Kurt
Date: Sat=2C 7 Jan 2012 15:59:22 -0800
From: frank.goodnight@att.net
Subject: Kolb-List: E- Mail broken?
HI all=2Cchecking to see if my E-mail is working.Frank
Message 3
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| Subject: | Re: Kolb-List Digest: 4 Msgs - 01/07/12 |
>
> Time: 06:16:46 PM PST US
> Subject: Kolb-List: Getting off the Pennzoil Air Cooled habit
> From: Richard Girard <aslsa.rng@gmail.com>
>
> Shell, which owns the Pennzoil brand, has discontinued making Pennzoil Air
> Cooled two cycle oil and, according to Shell engineers, the API-TC additive
> package in Air Cooled is incompatible with the TCW-3 additive package found
> in most of the two cycle oils on the store shelves these days. The
> incompatibility is such that one causes the other to congeal. If you premix
> don't sweat it, the dilution of the oil in the gasoline takes care of the
> difference, but if your Rotax engine has an oil injection pump you have to
> make a clean change over.
> Here's a simple way to do it. Empty the oil tank, remove it from its mount
> with the lines up to the pump and clean it and the line with some clean
> gas, Use the gas you cleaned with and mix a gallon or two of premix. Put
> the premix in your fuel tank. Remount and reconnect the oil tank and lines,
> fill it half way with clean gas. Start the engine and warm it up to
> operating temps, shut down. Drain the gas from the oil tank and fill with
> your new favorite oil (I went with Pennzoil Marine Full Synthetic, because
> I can almost always get it at the local Wally's in gallons). Drain the
> float bowl(s) of your carb(s). Start the engine and bring to operating
> temps again (I'm extra cautious about the tiny amount of gas left in the
> pump and want to make sure the engine always has oil). Fill your fuel tank
> with fresh gas and go fly. The whole process takes about thirty minutes
> start to finish.
>
> Rick Girard
>
> --
> Zulu Delta
> Mk IIIC
> Thanks, Homer GBYM
>
> It isn't necessary to have relatives in Kansas City in order to be unhappy.
> - Groucho Marx
>
> Hi Richard, I just read your post on the Kolb list about how to switch
> from one oil to another if you have an oil-injection system. And I agree
> with you 110%, but the reason you would go through this procedure is to
> make sure the combination of the two oils do not jell together and cause no
> oil to flow and therefor starving the engine of oil and probably doing a
> lot of damage to it. So what if you took an small sample, say a shot full,
> of the oil you are now using and one shot of the proposed oil that you
> intend to use,, mix them together,, let them set for 24 hrs. or even a
> week and if they jell do your procedure,, and if they don't,, mix em?
>
Tim Bjork
Firestar 11 N2552A
Message 4
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| Subject: | Getting off the Pennzoil Air Cooled habit |
Hi Richard, I just read your post on the Kolb list about how to switch
from one oil to another if you have an oil-injection system. And I agree
with you 110%, but the reason you would go through this procedure is to
make sure the combination of the two oils do not jell together and cause no
oil to flow and therefor starving the engine of oil and probably doing a
lot of damage to it. So what if you took an small sample, say a shot full,
of the oil you are now using and one shot of the proposed oil that you
intend to use,, mix them together,, let them set for 24 hrs. or even a
week and if they jell do your procedure,, and if they don't,, mix em?
Tim Bjork
Firestar 11 N2552A
P.S. This is my first post on the list, so if I mess this up please excuse
me.
Message 5
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| Subject: | Amendment to Air Cooled post |
When I went back and re-read last night's post about changing over from
Pennzoil Air Cooled oil, I realized I had misplaced the instruction to
drain the float bowl(s). This should be done before starting the engine
with gas in the oil tank otherwise you'll be running your engine for a few
seconds with no lubrication. My bad, sorry.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 6
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| Subject: | Re: Getting off the Pennzoil Air Cooled habit |
Why take the chance? You can look on the container to see what the additive
package it contains, API-TC or TCW-3.
Second, how will you simulate the small passages in the oil pump? Perhaps,
I honestly don't know the answer, the additives jell when they are mixed
and deprived or air. Or, temperature could cause it when the oil is heated
and cooled.
For me it's a no brainer. Engines cost $4,000 to $8,000. It took me about
1/2 hour to make a safe change. That's $8,000 to $16,000 an hour for my
labor. I can't make that much as an LSARM, and working for myself on my own
engines I make $0 so that tips the cost / benefit balance even further.
It's a free country, you can do as you like, but I wouldn't recommend it
when doing it right takes so little time and cost.
Rick Girard
On Sun, Jan 8, 2012 at 9:32 AM, Tim Bjork <tdbjork@gmail.com> wrote:
> Hi Richard, I just read your post on the Kolb list about how to switch
> from one oil to another if you have an oil-injection system. And I agree
> with you 110%, but the reason you would go through this procedure is to
> make sure the combination of the two oils do not jell together and cause no
> oil to flow and therefor starving the engine of oil and probably doing a
> lot of damage to it. So what if you took an small sample, say a shot full,
> of the oil you are now using and one shot of the proposed oil that you
> intend to use,, mix them together,, let them set for 24 hrs. or even a
> week and if they jell do your procedure,, and if they don't,, mix em?
> Tim Bjork
> Firestar 11 N2552A
> P.S. This is my first post on the list, so if I mess this up please excuse
> me.
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 7
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| Subject: | bonding lexan or plexiglass |
what type of solvent would weld Plexiglas or lexan. i have a small crack
in my window, i have stop drilled it. but was wondering if a drop of
solvent would help stabilize the crack.
boyd young
mkIII
utah
Message 8
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| Subject: | Re: bonding lexan or plexiglass |
As I recall, toluol or toluene was the solvent in the plastic cement that
held Monogram and Revell airplane models together before the huffers ruined
it for everybody.
http://www.curbellplastics.com/adhesives-sealants/solvent-based-adhesives.html
Rick Girard
On Sun, Jan 8, 2012 at 11:43 AM, b young <byoungplumbing@gmail.com> wrote:
>
> what type of solvent would weld Plexiglas or lexan. i have a small
> crack in my window, i have stop drilled it. but was wondering if a drop
> of solvent would help stabilize the crack.
>
> boyd young
>
> mkIII
> utah
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 9
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| Subject: | Re: bonding lexan or plexiglass |
Hey Boyd,
How's it going?
Gluing plastics is what "Weld-On Cement" does. Go on eBay and do a search for
Weld On. Then
look for the #16, "Clear Medium Bodied Solvent Cement". The number (#3, #16, etc.
refers to the
viscosity. The #3 is water thin. The #16 is more like maple syrup (but clear
of course).
The Weld-On Cement literally "welds" the two pieces of plastic together.....rather
than just
provide a glue between the parts.
If you go to "TAP Plastics" they have tons of short videos for ALL kinds of fun
plastic projects.
You can get a huge amount of tips from them...for free (my favorite price!!)
Best to ya, Mike Welch
PS. Here, I'll get a link for you:On Jan 8, 2012, at 11:43 AM, b young wrote:
>
> what type of solvent would weld Plexiglas or lexan. i have a small crack in
my window, i have stop drilled it. but was wondering if a drop of solvent
would help stabilize the crack.
>
> boyd young
>
> mkIII
> utah
>
>
>
>
>
Message 10
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| Subject: | bonding lexan or Plexiglas |
what type of solvent would weld Plexiglas or lexan. i have a small crack
in my window, i have stop drilled it. but was wondering if a drop of
solvent would help stabilize the crack.
boyd young
Boyd Y/Gang:
Don't know what others do, but I stop drill and keep my eye on it.
I believe Plexiglas and Lexan are two different animals.
More than once I have ruined Lexan by letting Locktite or certain gasoline
types splash on it.
I have several cracks in my windshield and doors stop drilled. Might not
hurt to put a piece of Gorilla Tape on it. Use pinking shears to make a
dollar patch or a star, etc. Don't know if that would prevent further
cracking or just look mighty purty.
Getting ready to fly back to LA, north of Nauga Field, to a strip called
Netterville. Gent has a 5th wheel I am interested in. Also has a 3,000 ft
asphalt airstrip on his place. Way over my head. ;-) Weather is either
going to be wet or clear and cold. ;-(
john h
mkIII
Titus, Alabama
Message 11
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| Subject: | bonding Lexan or Plexiglas |
what type of solvent would weld Plexiglas or lexan.
boyd young
mkIII
Here ya go:
http://www.eplastics.com/Plastic/Lexan_Polycarbonate_Glue
Says it will work on Lexan polycarbonate.
Never used it and don't know anyone else who has on a Kolb Lexan windshield
or door glass.
Let us know how it works out if you choose to go that route. Be sure and
try it on a scrape piece before committing to your airplane.
Looks good enough to commit a little aviation this afternoon.
john h
mkIII
Titus, Alabama
Message 12
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| Subject: | Mk III max take off weight |
For all Mk III, C or X models, with 582's. What's the maximum weight you've
taken off? What is your climb rate?
I flew the X at 1108 lb. yesterday (me, 240 lb bundled up for the cold,
half tank, 48 lb., and 160 lb. of cement bags, and the plane scales in at
660 lb. ). The take off and first two minutes of the flight were knuckle
biters. Thank God for the house thermal coming off the field at the end of
the runway, it doubled my climb rate according to my Ball Variometer. Once
above the convective activity in glass smooth air the vario showed a climb
of 250 / 300 fpm.
John H., I've read your stories of taking potential customers, but were
those flights with a 582 or a 912?
Folks, feel free to email me off list if you don't want to post to the
forum.
Rick Girard
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 13
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| Subject: | Mk III max takeoff weight |
John H., I've read your stories of taking potential customers, but were
those flights with a 582 or a 912?
Folks, feel free to email me off list if you don't want to post to the
forum.
Rick Girard
Rick G/Kolbers:
I have flown passengers with the 582, 912 80 and 100 horse engines in the
MKIIIc. No problem with the 582 and heavy loads. Been to long to remember
numbers. Factory MKIIIc's didn't have rate of climb instruments.
Flew my MKIIIc with 582, placarded for 1,200 lbs, regularly at 1,100 to
1,200 lbs with no problems. Performed quite well.
john h
mkIII
Titus, Alabama
Message 14
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| Subject: | Re: Mk III max take off weight |
Rick
if it were hot you might not have got out of ground effect..
i have a 912 ul and have taken off at 1050. or a bit more,,, it seemed
a bit iffy,, but then i am at just a bit over 4200 ft.
at 1000 # or there bout... i get about 250 ft/min between 9000 and
10,000 ft.. and solo i get twice that. or there bouts.
when i first read your post "What's the maximum weight you've taken
off?" i started thinking,,, i took off bout,,, 25 pounds once,,,
but most of 15 came back,,,,
please, do not archive, LOL
boyd
For all Mk III, C or X models, with 582's. What's the maximum weight
you've taken off? What is your climb rate?
I flew the X at 1108 lb. yesterday (me, 240 lb bundled up for the cold,
half tank, 48 lb., and 160 lb. of cement bags, and the plane scales in
at 660 lb. ). The take off and first two minutes of the flight were
knuckle biters. Thank God for the house thermal coming off the field at
the end of the runway, it doubled my climb rate according to my Ball
Variometer. Once above the convective activity in glass smooth air the
vario showed a climb of 250 / 300 fpm.
John H., I've read your stories of taking potential customers, but were
those flights with a 582 or a 912?
Folks, feel free to email me off list if you don't want to post to the
forum.
Rick Girard
Message 15
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| Subject: | Re: Mk III max take off weight |
Rick,
Mine is not a Mk3 but instead a Kolbra. I uploaded a video yesterday to youtube.
This is a flight I took yesterday at 1075 pounds. The performance degrades
due to atmospheric conditions and weight but varies. It was over 70 degrees
with 100% humidity yesterday (higher density alt but did not do the calculations).
I was not trying to get off short or climb quick, just a normal flight.
I obtained about a 600fpm climb and cruised between 75 and 80 on average. If
I dump the passenger it really makes a huge difference. I am taking a x-country
to Arkansas next weekend and will have some video of that solo.
http://www.youtube.com/watch?v=OC6XxUfU8oQ&context=C32210f3ADOEgsToPDskIbX3ac2BZCXqMB3-vzjBhz
Travis Bennett
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362756#362756
Message 16
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| Subject: | Re: Mk III max takeoff weight |
Well, Dang. It took over half the runway to get off ~1300 ft. the runway is
2500 and I only made it to 200/250 ft by the time I reached the road at the
end with the stick in my lap. I kept the ASI glued on 55 because I hadn't
performed a stall at that weight yet. Once I got to 3000 I found that stall
at that weight occurs at 45 mph indicated only 3 miles an hour more than
with just me in the plane. Another surprise was that max cruise dropped
from 75 to 65 at 5800 rpm. In testing on Friday I found that the engine
reaches 6150 rpm wide open in level flight so there's a little to be had
there, but not much. All this was at OAT's of 52 to 58 and humidity at 50%,
field elevation 1280 ft.
Rick
On Sun, Jan 8, 2012 at 12:48 PM, John Hauck <jhauck@elmore.rr.com> wrote:
>
>
> John H., I've read your stories of taking potential customers, but were
> those flights with a 582 or a 912?
> Folks, feel free to email me off list if you don't want to post to the
> forum.
>
> Rick Girard
>
>
> Rick G/Kolbers:
>
> I have flown passengers with the 582, 912 80 and 100 horse engines in the
> MKIIIc. No problem with the 582 and heavy loads. Been to long to remember
> numbers. Factory MKIIIc's didn't have rate of climb instruments.
>
> Flew my MKIIIc with 582, placarded for 1,200 lbs, regularly at 1,100 to
> 1,200 lbs with no problems. Performed quite well.
>
> john h
> mkIII
> Titus, Alabama
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 17
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| Subject: | Everglades flight |
Hi, Gang,
I tried a very low tech video with my phone in one hand and the stick in the other
yesterday. A little awkward, but it gives you a sense of what's in our back
yard down here in S. Florida. It was a beautiful day for Kolbing!
Hope you enjoy it.
Dave Watkins
Mk III Classic
http://www.youtube.com/watch?v=zfNTL_AQTQw
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362767#362767
Message 18
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| Subject: | Re: Getting off the Pennzoil Air Cooled habit |
Hi Tim, welcome to the list. I don't really remember my post, so let me give you
another war story. (hope I haven't told it already) Back around 1971, I had
a Yamaha 175 with oil injection and I had been using (I guess) petroleum base
2 cycle oil in it. I was at my folks house and noticed that the oil had dropped
below the little view window in the reservoir, and my Dad offered me a can
(probably synthetic) of the oil he ran in his big outboard. I said OK, and was
within a mile of getting home when it locked up.
The problem was it blended OK, no jelling or anything, it apparently just didn't
cooperate with whatever oil was already in there, and consequently failed to
lubricate like it was supposed to. Not being an oil guru, and having heard other
similar horror stories, I decided that it is just too easy to drain out all
the oil you can, put in the new oil, and then jack the oil injection pump to
wide open while the engine runs lazily at around 3,000. Flushes the lines mos
skosh, and kills all the mosquitoes within 100 yards too. Probably totally unnecessary,
probably another example of my typical overkill way of doing things,
but hey - I got a lot of mosquitoes in my hedgerow that need killin'-
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362768#362768
Message 19
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| Subject: | Re: bonding lexan or Plexiglas |
What John said. Also, keep Superglue/cyanoacrilate of any and all descriptions
away from Lexan, it will destroy it in short order.
I have had a crack in the thin Lexan windshield of my Suzuki SV-650 for years,
put a "S" for Suzuki over it and it hasn't got any worse. Got a split in the edge
of one of the cut away door panels for the MKIII and put some metal tape over
it to stop it from getting worse. That cheap fix has lasted for 3 years, but
it looks like this winter I will have to break down and replace the Lexan.
Which is a shame, that door has only lasted 16 years...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362769#362769
Message 20
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| Subject: | Mk III max takeoff weight |
What's max continuous rpm on a 582?
Way back when my MKIII was 582 powered max continuous cruise was 6,500, and
I usually cruised at 5,800. Aircraft was propped to turn 6,500 rpm straight
and level WOT.
A couple hundred rpm increase makes a lot of difference in climb
performance.
Holding the stick in your gut sounds to me like you are still dealing with a
high thrust line. A high thrust line will rob you of much hp and
performance. Sounds like very poor performance for any model Kolb.
Got a good half hour flight time between and around the rain showers today.
Did a high overhead circling approach from 2,000 feet to the sod strip at
Wetumpka Airport. That is fun to do in any airplane, especially a Kolb.
john h
mkIII
Titus, Alabama
200/250 ft by the time I reached the road at the end with the stick in my
lap
Rick
Message 21
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| Subject: | Re: Mk III max take off weight |
Heaviest so far was with the 532 and a big passenger, probably about 1100 pounds.
It was off a 4,000' runway, temperature in the mid 70's, and takeoff and climb
was about what you would get out of a C-150, around 400-450 FPM. Also, with
that much weight ahead of the CG, plan to land W/O flaps, or you will likely
run out of elevator authority in the flare.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362770#362770
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| Subject: | Re: Everglades flight |
That brought back memories. I learned to fly out of Opa-Locka with Burnside-Ott,
and all my flights were over the glades.
Before I proposed to my wife, we had taken the Piper Colt up to Sebring to watch
the races and on the way back, we were at around 3,000' over maybe that same
road, and I reached down under my left leg and turned off the fuel, counted to
ten, and turned off the master. (They were close to each other down under the
left thigh of whoever was in the left seat.)
As the engine started to poop out, she looked up from reading her book and asked
what was wrong. I pointed to the gauges all falling to the left and said we
would just have to land on that road. She shrugged, carefully put the bookmark
into the page and secured the book, pulled the shoulder harness as tight as it
would go, said "OK," and sat quietly to watch the show.
At that point, I knew I had a keeper.
But she was a bit P.O.'d when I turned the gas back on and flipped the switch and
everything came back to normal...
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
richard (at) bcchapel(dot)org
Kingsport, TN 3TN0
Now faith is the substance of things hoped for, the evidence of things not seen.
Hebrews 11:1
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=362772#362772
Message 23
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| Subject: | Re: Mk III max takeoff weight |
John, I use 6300 as max, although I got the prop a little flat once and saw
6860 before I dialed it back. That, too was a long flat climb. :-{ I need
to put Ken's prop on the airplane after I shorten each blade 1 1/2". It's a
70 right now and if I allow for just 1/2" clearance to the boom it's will
run a 67.
I'm also going to revisit the carb synch. This is a relatively new engine
(40 hours as of yesterday eve) and the cables may have stretched. I just
want to know it's making every last bit of power she can.
Thrust line is now dead stock. When I moved the engine back 3/4" to allow
the starter on the "E" drive to clear the rear spar, I was able to bring
the engine down. No more spacers, and the last time I changed it I flipped
the Lord mounts back over to short side up, too.
I gave up the fight and finally killed the lawn dart syndrome with 7" long
trim tabs on the inboard end of each elevator. Now the trim system is
adjustable depending on throttle setting and bank angle. Friday I was doing
linked 45 degree banked turns. I had to high side the ailerons a bit, but
once everything is set the IIIX tracks right around. A little rudder to
help the ailerons when reversing the turn and she swings right out of one
turn and into the other. Hit my turbulence every time.
I learned something else in all the testing. Sealing the gap between
horizontal stab and the boom tube and the stab and the elevator results in
much improved elevator AND rudder response. Even at 1100 lb. I can pull the
stick all the way back until it hits the seat rail and keep it there in a
falling leaf stall. A light touch on the rudder will raise a wing.
Yesterday I descended 1000' that way in less than a minute. The vario said
I was doing 1200 fpm down, which tallies with the altimeter. All the while
the nose stayed pointed into the wind.
Also, the demonstrated crosswind capability of the Mk IIIX is 13 mph with
the wind at 90 to the runway. Did that yesterday morning 5 times in a row.
In short, I'm really learning to love the IIIX. My perfect Mk III Kolb
would be a IIIX with a bobbed nose and not quite such a flat bottom. About
1/2 way between a C and X would be perfect, IMHO. That and a one piece,
forward tilting canopy with gas cylinders. I'm just too stiff to squeeze
through either of the III's doors anymore.
Even just the way it is, she's a sweet little plane.
Rick
On Sun, Jan 8, 2012 at 3:49 PM, John Hauck <jhauck@elmore.rr.com> wrote:
> What's max continuous rpm on a 582?****
>
> ** **
>
> Way back when my MKIII was 582 powered max continuous cruise was 6,500,
> and I usually cruised at 5,800. Aircraft was propped to turn 6,500 rpm
> straight and level WOT.****
>
> ** **
>
> A couple hundred rpm increase makes a lot of difference in climb
> performance.****
>
> ** **
>
> Holding the stick in your gut sounds to me like you are still dealing with
> a high thrust line. A high thrust line will rob you of much hp and
> performance. Sounds like very poor performance for any model Kolb.****
>
> ** **
>
> Got a good half hour flight time between and around the rain showers today.
> Did a high overhead circling approach from 2,000 feet to the sod strip at
> Wetumpka Airport. That is fun to do in any airplane, especially a Kolb.**
> **
>
> ** **
>
> john h****
>
> mkIII****
>
> Titus, Alabama**
>
> ** **
>
> * *
>
> 200/250 ft by the time I reached the road at the end with the stick in
> my lap ****
>
> ** **
>
> Rick****
>
> * *
>
> * *
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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