Today's Message Index:
----------------------
1. 08:08 AM - "Miss B" tailheavy issue resolved (Bob, Kathleen, & Kory Brocious)
2. 08:58 AM - Re: Coolant Temperature High (SGreenpg@aol.com)
3. 10:14 AM - Oshkosh 2003 (John Williamson)
4. 10:17 AM - There's a lesson here somewhere... (Richard Pike)
5. 10:35 AM - Re: There's a lesson here somewhere... (SGreenpg@aol.com)
6. 12:26 PM - Re: There's a lesson here somewhere... (John Cooley)
7. 01:24 PM - Re: There's a lesson here somewhere... (Duncan McBride)
8. 05:55 PM - Re: There's a lesson here somewhere... (Martin Trusty)
Message 1
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| Subject: | "Miss B" tailheavy issue resolved |
--> Kolb-List message posted by: "Bob, Kathleen, & Kory Brocious" <bbrocious@hotmail.com>
Folks,
With help from Richard Pike we have figured out why "Miss B", a Mark III, required
so much forward pressure on the stick. Turns out the trim mechanism was built
so that the springs were under tension even though the trim was full forward.
I removed the entire spring mechanism and flew the plane and did not have
to hold forward stick. I also moved the aileron attach point inboard an inch on
both sides to relieve the heavy stick loads and it is feather light now! I will
rebuild the trim so the springs work when they are supposed to.
I even carried my first passenger, my dad. I did have the coolant temp hit the
high mark I set on my EIS when I was flying with my dad. It only went to 175 degrees.
I backed off the throttle a bit and the light went out as the temp dropped.
I'm not sure why the coolant temp was an issue unless the oil tank is blocking
too much of the radiator. Any thoughts?
Lots of thanks to folks on the list along with my dad for helping me with the last
minute details. I also want to thank my "soul" brother, Deke Slayton. I would
still be sitting in the hanger wondering what to do next if it wasn't for
his patient help. A better friend would be hard to find. Thanks Deke.
Gotta Fly! N57MB "Miss B"
Bob
Bob, Kathleen, and Kory Brocious<EM>Tenacity Farm </EM>
Campbellsburg, Kentucky
Message 2
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| Subject: | Re: Coolant Temperature High |
--> Kolb-List message posted by: SGreenpg@aol.com
In a message dated 7/12/03 11:08:50 AM Eastern Daylight Time,
bbrocious@hotmail.com writes:
> I even carried my first passenger, my dad. I did have the coolant temp hit
> the high mark I set on my EIS when I was flying with my dad. It only went to
> 175 degrees. I backed off the throttle a bit and the light went out as the
> temp dropped. I'm not sure why the coolant temp was an issue unless the oil
> tank is blocking too much of the radiator. Any thoughts?
>
Bob,
I am not sure what engine/radiator combination you have but it sounds a lot
like the problem I had using a 582 with twin radiators and carrying a
passenger. When the temperature was in the 90s and a passenger in the right seat
I
would have to constantly play the throttle to keep the temp in range.
I made air scoops to mount to the radiators. I made one for the right side
(carb. side) first and flew with it for a while and noticed no measurable
difference. The scoop for the exhaust side was a little more complicated because
the air flowing across the 1100 degree exhaust manifold needed to be directed
away from the radiator yet still capture sufficient air to cool the radiator. I
will go ahead and leave the address to a web page I have just started putting
together. I will add pictures of the scoops sometime today so you can check
it later this evening to see the pictures.
<A HREF="http://hometown.aol.com/sgreenpg/58SGKOLB.html">http://hometown.aol.com/sgreenpg/58SGKOLB.html
Steven Green
Mark III 582
I almost forgot to mention that the air scoop on the exhaust side made an 8
- 10 degree difference in coolant temperature. Hot day + passenger = 165 -
167 degree coolant temp.
Message 3
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--> Kolb-List message posted by: "John Williamson" <kolbrapilot@comcast.net>
I will begin this next trip when I leave Arlington, TX on July 25 so I am posting
the following information for all Kolb enthusiasts that might want to join
in the fun.
I will over-night at the Mackinac County Airport (83D), St Ignace, Michigan on
July 27. I will be giving rides in the Kolbra at Mackinac County airport (83D)
after 3:00pm.
July 28 will be spent touring the eastern half of the Upper Peninsula with an arrival
at
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- Scott Trask's airfield near Iron Mountain (N45* 53.478 W088* 04.598 )
on July 28 just before 3:00pm.
I am planning on spending my last night in Michigan at either:
- KIMT, Ford Airport, Iron Mountain/Kingsford, Michigan OR
- Scott Trask's airfield.
I will fly into Oshkosh the morning of the 29th with a planned arrival time of
0900 hours.
I will be giving rides in the Kolbra at Mackinac County airport (83D) after 3:00pm
on July 27th and at Iron Mountain on July 28th after 3:00pm.
John Williamson
Arlington, TX
Kolb Kolbra, N49KK, Jabiru 2200, 396 hours
http://home.comcast.net/~kolbrapilot
do not archive
Message 4
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| Subject: | There's a lesson here somewhere... |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Had an adventure today, got to make a forced landing.
It all started when I decided to go one size smaller on the idle jets on
the 582. Had an old #50 jet in stock, ordered one new one, swapped them out
for the stock #55's on Thursday. Tried it out this morning. Idle smoother,
run up normal, everything normal, take off normal until about 150' agl and
then the engine dropped to 4,000 rpm and that was all there was, there
weren't no more.
My airstrip is good for a Kolb, but has challenges. One way in, one way
out, 750' long. Off the end of the airstrip are two small flat "hollers"
running 90 degrees to the airstrip, each one about 1200' long, and one has
a phone line running across it about 300' from the end nearest to the
airstrip. I have walked these fields before, looked at them frequently from
the air over the last 20 years, and tried to imagine how to get into them
if things went bad immediately after takeoff, and what I would do. Today it
paid off.
Lowered the nose, made sure the throttle was full on, made sure the choke
was full off, looked at the airspeed and the rate of climb (both steady at
45 and 100' down respectively) decided it was only going to get worse,
dropped the nose and pulled the throttle back to idle, the engine promptly
quit. Used up a lot of adrenaline and got weed stains all over the
airplane, might have splayed the gear just a hair, but when the weed scraps
settled, the preacher had something extra to praise the Lord about in
church tomorrow.
Unfortunately, this was Saturday morning, and everyone was out mowing their
lawns, and watching the spectacle... I hate being a spectacle. People
running through the cow field, cows stampeding away.... Groan.
Pulled the float bowls off, and the carb that I had put my old original #50
idle jet into, now had the idle jet laying in the bottom of it. Replaced
the jet with one of the stock #55's (If the old one fell out once, it could
fall out again. Why did it fall out? Haven't got a clue) , engine ran
normally, flew it out, and flew it home.
Seems like there ought to be a moral to the story and if there is one, it
is to already have an option in mind if things go bad, and then execute
that option, don't try and have to invent something under pressure. I
hadn't thought about those contingency plans for a while, but when I needed
them, they paid off. And because I had already thought through that option,
I didn't have to try and decide if I could or should try to fly a really
sick airplane to some place suitable, just chop the throttle, point the
nose down and keep flying it till things get all quiet.
It is home in the hangar now, guess I'll get the 409 and go start trying to
get the green stains off the paint (There are clumps of weeds lodged
between the landing gear and the fuselage, the lower tail wires, and around
the tailwheel springs. They are even between the aileron counterbalances
and the wingtip. Never a dull moment in Kolbsville.....)
Richard Pike, the thankful pastor
MKIII N420P (420ldPoops)
Do Not Archive
Message 5
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| Subject: | Re: There's a lesson here somewhere... |
--> Kolb-List message posted by: SGreenpg@aol.com
In a message dated 7/12/03 1:17:34 PM Eastern Daylight Time,
rwpike@charter.net writes:
> I'll get the 409 and go start trying to
> get the green stains off the paint
Richard,
It's good to hear things are OK. There is nothing like having a plan that
works.
I landed in a pasture a couple of weeks ago that is adjacent to where I will
be starting a house this fall. I now know that "processed" grass will leave a
permanent lime green stain on white Polytone.
Steven G.
Do not archive
Message 6
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| Subject: | Re: There's a lesson here somewhere... |
--> Kolb-List message posted by: "John Cooley" <johnc@datasync.com>
Brother Pike,
Glad to hear that your planning for the unexpected paid off. It certainly is
food for thought. I am very glad that you didn't do any major damage. I
hate it when we hear about busted airplanes or worse yet busted people. I
would say that you received a wonderful blessing yesterday.
I am fortunate to have my own 1200 foot strip and also a 3500 foot strip 2
miles away at Ronnie Smith's. Any time I am doing something different, such
as flying the Twinstar I rebuilt for the first time, I load the plane in the
trailer and head to Ronnie's where their is a lot more room in case things
don't work the way I planned. Their is also fields all around his strip.
I understand also about being a spectacle. It is not a good thing in a
airplane. I had a small mishap at one time that made me a spectacle and it
is not a good feeling. Of course everyone is scared to death till they see
you crawl out of the plane unharmed.
Take Care,
John Cooley
do not archive
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Had an adventure today, got to make a forced landing.
It all started when I decided to go one size smaller on the idle jets on
the 582. Had an old #50 jet in stock, ordered one new one, swapped them out
for the stock #55's on Thursday. Tried it out this morning. Idle smoother,
run up normal, everything normal, take off normal until about 150' agl and
then the engine dropped to 4,000 rpm and that was all there was, there
weren't no more.
My airstrip is good for a Kolb, but has challenges. One way in, one way
out, 750' long. Off the end of the airstrip are two small flat "hollers"
running 90 degrees to the airstrip, each one about 1200' long, and one has
a phone line running across it about 300' from the end nearest to the
airstrip. I have walked these fields before, looked at them frequently from
the air over the last 20 years, and tried to imagine how to get into them
if things went bad immediately after takeoff, and what I would do. Today it
paid off.
Lowered the nose, made sure the throttle was full on, made sure the choke
was full off, looked at the airspeed and the rate of climb (both steady at
45 and 100' down respectively) decided it was only going to get worse,
dropped the nose and pulled the throttle back to idle, the engine promptly
quit. Used up a lot of adrenaline and got weed stains all over the
airplane, might have splayed the gear just a hair, but when the weed scraps
settled, the preacher had something extra to praise the Lord about in
church tomorrow.
Unfortunately, this was Saturday morning, and everyone was out mowing their
lawns, and watching the spectacle... I hate being a spectacle. People
running through the cow field, cows stampeding away.... Groan.
Pulled the float bowls off, and the carb that I had put my old original #50
idle jet into, now had the idle jet laying in the bottom of it. Replaced
the jet with one of the stock #55's (If the old one fell out once, it could
fall out again. Why did it fall out? Haven't got a clue) , engine ran
normally, flew it out, and flew it home.
Seems like there ought to be a moral to the story and if there is one, it
is to already have an option in mind if things go bad, and then execute
that option, don't try and have to invent something under pressure. I
hadn't thought about those contingency plans for a while, but when I needed
them, they paid off. And because I had already thought through that option,
I didn't have to try and decide if I could or should try to fly a really
sick airplane to some place suitable, just chop the throttle, point the
nose down and keep flying it till things get all quiet.
It is home in the hangar now, guess I'll get the 409 and go start trying to
get the green stains off the paint (There are clumps of weeds lodged
between the landing gear and the fuselage, the lower tail wires, and around
the tailwheel springs. They are even between the aileron counterbalances
and the wingtip. Never a dull moment in Kolbsville.....)
Richard Pike, the thankful pastor
MKIII N420P (420ldPoops)
Do Not Archive
Message 7
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| Subject: | Re: There's a lesson here somewhere... |
--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
Nice going. Glad you're ok.
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Kolb-List: There's a lesson here somewhere...
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Had an adventure today, got to make a forced landing.
>
Message 8
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| Subject: | There's a lesson here somewhere... |
--> Kolb-List message posted by: "Martin Trusty" <martintr@earthlink.net>
Isn't God great! He is always there when he see's we need Him. m
Only when it's too late will you weep and Howl !
<>-<
> [Original Message]
> From: Richard Pike <rwpike@charter.net>
> To: <kolb-list@matronics.com>
> Date: 7/12/03 11:17:18 AM
> Subject: Kolb-List: There's a lesson here somewhere...
>
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Had an adventure today, got to make a forced landing.
>
> It all started when I decided to go one size smaller on the idle jets on
> the 582. Had an old #50 jet in stock, ordered one new one, swapped them
out
> for the stock #55's on Thursday. Tried it out this morning. Idle
smoother,
> run up normal, everything normal, take off normal until about 150' agl
and
> then the engine dropped to 4,000 rpm and that was all there was, there
> weren't no more.
>
> My airstrip is good for a Kolb, but has challenges. One way in, one way
> out, 750' long. Off the end of the airstrip are two small flat "hollers"
> running 90 degrees to the airstrip, each one about 1200' long, and one
has
> a phone line running across it about 300' from the end nearest to the
> airstrip. I have walked these fields before, looked at them frequently
from
> the air over the last 20 years, and tried to imagine how to get into them
> if things went bad immediately after takeoff, and what I would do. Today
it
> paid off.
>
> Lowered the nose, made sure the throttle was full on, made sure the choke
> was full off, looked at the airspeed and the rate of climb (both steady
at
> 45 and 100' down respectively) decided it was only going to get worse,
> dropped the nose and pulled the throttle back to idle, the engine
promptly
> quit. Used up a lot of adrenaline and got weed stains all over the
> airplane, might have splayed the gear just a hair, but when the weed
scraps
> settled, the preacher had something extra to praise the Lord about in
> church tomorrow.
>
> Unfortunately, this was Saturday morning, and everyone was out mowing
their
> lawns, and watching the spectacle... I hate being a spectacle. People
> running through the cow field, cows stampeding away.... Groan.
>
> Pulled the float bowls off, and the carb that I had put my old original
#50
> idle jet into, now had the idle jet laying in the bottom of it. Replaced
> the jet with one of the stock #55's (If the old one fell out once, it
could
> fall out again. Why did it fall out? Haven't got a clue) , engine ran
> normally, flew it out, and flew it home.
>
> Seems like there ought to be a moral to the story and if there is one, it
> is to already have an option in mind if things go bad, and then execute
> that option, don't try and have to invent something under pressure. I
> hadn't thought about those contingency plans for a while, but when I
needed
> them, they paid off. And because I had already thought through that
option,
> I didn't have to try and decide if I could or should try to fly a really
> sick airplane to some place suitable, just chop the throttle, point the
> nose down and keep flying it till things get all quiet.
>
> It is home in the hangar now, guess I'll get the 409 and go start trying
to
> get the green stains off the paint (There are clumps of weeds lodged
> between the landing gear and the fuselage, the lower tail wires, and
around
> the tailwheel springs. They are even between the aileron counterbalances
> and the wingtip. Never a dull moment in Kolbsville.....)
>
> Richard Pike, the thankful pastor
> MKIII N420P (420ldPoops)
>
> Do Not Archive
>
>
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