Today's Message Index:
----------------------
1. 05:32 AM - Re: Stall Question (Eugene Zimmerman)
2. 05:54 AM - Re: Bill Herrin (russ kinne)
3. 06:13 AM - eBay ad for Rotax (john s. flannery)
4. 06:21 AM - Re: Stall Question (N27SB@aol.com)
5. 06:29 AM - Re: Fw: Bill Herrin (APilot@webtv.net)
6. 06:35 AM - Re: Flying Rivers (russ kinne)
7. 07:44 AM - Re: Bill Herrin (jimhefner)
8. 09:16 AM - Re: Stall Question (David Key)
9. 11:15 AM - Re: Stall Question (russ kinne)
10. 12:36 PM - Oil Pressure question (David Key)
11. 01:03 PM - Oil Pressure (David Key)
12. 01:05 PM - Re: Oil Pressure question (Richard Girard)
13. 01:32 PM - Re: Stall Question (Ed Chmielewski)
14. 02:27 PM - Re: Bill Herrin (Kirby Dennis Contr MDA/AL)
15. 02:37 PM - Re: Oil Pressure (Richard Girard)
16. 02:43 PM - Re: Oil Pressure question (Richard & Martha Neilsen)
17. 05:11 PM - Re: Stall Question (russ kinne)
18. 05:28 PM - Re: Oil Pressure question (John Hauck)
19. 05:28 PM - Re: Vamoose (Richard & Martha Neilsen)
20. 05:37 PM - Re: Stall Question (John Hauck)
21. 05:44 PM - Re: Oil Pressure question (David Key)
22. 05:46 PM - Fw: Bill Herrin (Larry Bourne)
23. 05:58 PM - Re: Vamoose (Larry Bourne)
24. 06:13 PM - Re: Oil Pressure question (John Hauck)
25. 06:46 PM - Re: Oil Pressure question (David Key)
26. 07:01 PM - Re: Re: Bill Herrin (Dave & Eve Pelletier)
27. 07:11 PM - Re: Oil Pressure question (John Hauck)
28. 08:16 PM - Re: Oil Pressure question (Jim Baker)
29. 08:22 PM - Re: Oil Pressure question (John Hauck)
30. 08:36 PM - Re: Oil Pressure question (David Key)
31. 09:17 PM - Re: Re: Bill Herrin (APilot@webtv.net)
32. 09:46 PM - Re: Kolb building advisors (APilot@webtv.net)
Message 1
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| Subject: | Re: Stall Question |
--> Kolb-List message posted by: Eugene Zimmerman <etzim62@earthlink.net>
David,
The simple answer is yes. If your stall warning is a true angle of
attack indicator and not a mere airspeed warning.
On Sep 4, 2006, at 11:13 PM, David Key wrote:
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> Say I had a stall warning device on my wing that went off at 40
> mph. Then lets say I turned downwind to base at a 75% degree turn
> at 55mph. I would stall because of the increased G loads but would
> the stall warning device go off?
>
>
Message 2
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--> Kolb-List message posted by: russ kinne <kinnepix@earthlink.net>
Will --
FYI, this what we get on a Mac --
On Sep 4, 2006, at 3:38 PM, WillUribe@aol.com wrote:
> 2e0.6139b680_alt_bound--
>
>
Message 3
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| Subject: | eBay ad for Rotax |
This Rotax 914 for sale on eBay may interest someone. Know nothing
besides what's here and have no personal interest in it.
http://cgi.ebay.com/ebaymotors/Rotax-914-830-hours_W0QQitemZ300022546714Q
QihZ020QQcategoryZ63679QQssPageNameZWDVWQQrdZ1QQcmdZViewItem
jsf
do not archive
Message 4
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| Subject: | Re: Stall Question |
David,
Stalls are a function of Angle of Attack not airspeed. If it truly is an AA
indicator it will measure the angle of attack vs airspeed. On a Cub it is as
simple as the bottom half of the door if it is open.
Or so I was taught by my Old Mentor.
Steve
Message 5
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--> Kolb-List message posted by: APilot@webtv.net
John, from reading the article that you attached, the cause of the crash
was the same as the cause in my Son's fatal accident 5 years ago in a
Luscombe. Too bad, I know how the family feels. It is truly a
tragedy......my heart goes out to them.
Message 6
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| Subject: | Re: Flying Rivers |
Great pix! -- weren't you flying a little low?
do not archive
On Sep 5, 2006, at 2:09 AM, WillUribe@aol.com wrote:
> The Rio Grande has never been this full, another test post.
> <IMGA1415.JPG>
> <IMGA1418.JPG>
> <IMGA1415.JPG>
> <IMGA1418.JPG>
Message 7
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--> Kolb-List message posted by: "jimhefner" <hefner_jim@msn.com>
Wow, what shocking and tragic news!! An even worse tragedy that his daughter was
with him at the time. Bill was a super nice guy. He will be missed for sure!
Do not archive
--------
Jim Hefner
Tucson, AZ
Firefly #022 447, 2 blade IVO, BRS-750
Do Not Archive
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=59610#59610
Message 8
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| Subject: | Re: Stall Question |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
So are you saying that it will stall or not? I'm talking about the little
metal thing that yes measures the AOA
>From: N27SB@aol.com
>To: kolb-list@matronics.com
>Subject: Re: Kolb-List: Stall Question
>Date: Tue, 5 Sep 2006 09:20:45 EDT
>
>David,
>Stalls are a function of Angle of Attack not airspeed. If it truly is an AA
>indicator it will measure the angle of attack vs airspeed. On a Cub it is
>as
>simple as the bottom half of the door if it is open.
>
>Or so I was taught by my Old Mentor.
>
>Steve
Message 9
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| Subject: | Re: Stall Question |
David
The little metal thingie measures the wind coming across the leading
edge -- if the wing is near a stall the apparent wind will push it
up, and it will beep. Or blink. AT ANY AIRSPEED -- and the wing
will stall if you go any slower. It does measure AOA and that's what
you need to monitor. Cub doors work great!
Russ
do not archive
On Sep 5, 2006, at 12:16 PM, David Key wrote:
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> So are you saying that it will stall or not? I'm talking about the
> little metal thing that yes measures the AOA
>
>
>> From: N27SB@aol.com
>> To: kolb-list@matronics.com
>> Subject: Re: Kolb-List: Stall Question
>> Date: Tue, 5 Sep 2006 09:20:45 EDT
>>
>> David,
>> Stalls are a function of Angle of Attack not airspeed. If it truly
>> is an AA
>> indicator it will measure the angle of attack vs airspeed. On a
>> Cub it is as
>> simple as the bottom half of the door if it is open.
>>
>> Or so I was taught by my Old Mentor.
>>
>> Steve
>
>
Message 10
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| Subject: | Oil Pressure question |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Thanks for all the answers. Here's today's question, I woke up today and
taxied to the end of the runway. The oil pressure was around 8 at idle, then
I took off and climbed to 1k and the oil pressure remained around 12. I
landed asap. So where do I start now. Yes oil level looks good, no leaks.
Someone said if you have low oil pressure stop ASAP. I wonder if I let it
warm up enough on the ground. This is the first day the plane has flown in
under 95 degrees. I am checking the Rotax manuals now.
Message 11
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--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Found an article.
http://www.pipistrel.it/materiali%20download/Rotax912.pdf
It says if the oil pressure is under 7psi at flight. Well mine was above
that more like 10 psi but all the 9 hours I've flown the plane the pressure
has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
thoughts would be helpfull, I haven't messed with anything near the engine.
Message 12
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| Subject: | Re: Oil Pressure question |
David, I took this right from Leading Edge Airfoils online manual:
Oil pressure:
NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi (1.5 bar)
@ 2800 rpm
Rick
On 9/5/06, David Key <dhkey@msn.com> wrote:
>
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> Thanks for all the answers. Here's today's question, I woke up today and
> taxied to the end of the runway. The oil pressure was around 8 at idle,
> then
> I took off and climbed to 1k and the oil pressure remained around 12. I
> landed asap. So where do I start now. Yes oil level looks good, no leaks.
> Someone said if you have low oil pressure stop ASAP. I wonder if I let it
> warm up enough on the ground. This is the first day the plane has flown in
> under 95 degrees. I am checking the Rotax manuals now.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 13
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| Subject: | Re: Stall Question |
Hi All,
I can't emphasize enough how the 'tab-type' stall warning
indicator is NOT an angle-of-attack (AOA) device. It works on slower
GA-type aircraft in a narrow airspeed range. The fact it works in a
turn is more indicative of its error range than its accuracy.
True AOA uses a computer and factors in weight, air density,
wing configuration (flap position), and possibly other factors. It
works great, even in bumpy air.
If the tab thingy worked, wouldn't some type of yarn also work
at the right location? If it worked as previously stated, we'd see it
on Falcons, Gulfstreams, etc. one would think.
Sorry, not trying to flame but want to see more accurate info
posted.
Ed in JXN
MkII/503
----- Original Message -----
From: russ kinne
To: kolb-list@matronics.com
Sent: Tuesday, September 05, 2006 2:12 PM
Subject: Re: Kolb-List: Stall Question
David
The little metal thingie measures the wind coming across the leading
edge -- if the wing is near a stall the apparent wind will push it up,
and it will beep. Or blink. AT ANY AIRSPEED -- and the wing will
stall if you go any slower. It does measure AOA and that's what you
need to monitor. Cub doors work great!
Russ
do not archive
On Sep 5, 2006, at 12:16 PM, David Key wrote:
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
So are you saying that it will stall or not? I'm talking about the
little metal thing that yes measures the AOA
Message 14
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|
--> Kolb-List message posted by: Kirby Dennis Contr MDA/AL <Dennis.Kirby@kirtland.af.mil>
Sad news, indeed - we all dread seeing these kinds of posts.
My Mark-3 was parked next to Bill's Luscombe at the MV fly-in in May. I had
only just met Bill at Monument Valley, and he struck me as an ingenious
tinkerer - he had a good idea for almost any design detail we encounter in
building our Kolbs.
In fact, when he observed how my cheap, knock-off copy of Arizona Dave's
control surface immobilizer (aka, the "spider") was ineffective in the wind,
he shared with me another idea for a compact, lightweight aileron gust lock.
Now, as a small tribute to Bill, I am determined to build the thing, and
then share the idea with all of you when it's done.
Be mindful of the "impossible 180-degree turn" back to the runway, when your
engine quits on takeoff. There is much literature on this topic out there.
Dennis Kirby
Cedar Crest, NM
Message 15
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| Subject: | Re: Oil Pressure |
David, Two questions. Have you added any oil to the engine before the low
pressure flight? What is the oil level now?
Rick
On 9/5/06, David Key <dhkey@msn.com> wrote:
>
> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>
> Found an article.
> http://www.pipistrel.it/materiali%20download/Rotax912.pdf
>
> It says if the oil pressure is under 7psi at flight. Well mine was above
> that more like 10 psi but all the 9 hours I've flown the plane the
> pressure
> has been between 25 - 35 psi and 10 is half that. I'm still alarmed. Any
> thoughts would be helpfull, I haven't messed with anything near the
> engine.
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 16
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| Subject: | Re: Oil Pressure question |
David
I'm in no way a Rotax person but you have a problem. It could be nothing
more than a pressure gage/sender issue but you don't know that. In
general your oil pressure will be high when the engine is cold even on a
95 degree day. Once it warms it will drop to what is a normal pressure.
The guide line oil pressures for Rotax are similar to my VW. I wouldn't
have continued to run the engine right after start up with the oil
pressure you were seeing. If my oil pressures don't start their normal
climb to 65-70 lbs at cold idle I would shut the engine down NOW. You
need to find out why this is happening.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: Richard Girard
To: kolb-list@matronics.com
Sent: Tuesday, September 05, 2006 4:04 PM
Subject: Re: Kolb-List: Oil Pressure question
David, I took this right from Leading Edge Airfoils online manual:
Oil pressure:
NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi
(1.5 bar) @ 2800 rpm
Rick
On 9/5/06, David Key < dhkey@msn.com> wrote:
--> Kolb-List message posted by: "David Key" < dhkey@msn.com>
Thanks for all the answers. Here's today's question, I woke up today
and
taxied to the end of the runway. The oil pressure was around 8 at
idle, then
I took off and climbed to 1k and the oil pressure remained around
12. I
landed asap. So where do I start now. Yes oil level looks good, no
leaks.
Someone said if you have low oil pressure stop ASAP. I wonder if I
let it
warm up enough on the ground. This is the first day the plane has
flown in
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 17
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| Subject: | Re: Stall Question |
I stand corrected -- sort of. The little metal tab-thingie WORKS AS
an AOA indicator, at the speeds Kolbs fly; and can be trusted to warn
you of an impending stall. I don't think we need a super-accurate,
computer-controlled AOA indicator, though of course it's more
accurate --
Yarn probably would work IF you kept your eye on it and nothing else.
I doubt it would last long on Falcons & Gulfstreams.
A light and/or horn is much more practical -- IMHO
Russ Kinne
do not archive
On Sep 5, 2006, at 4:32 PM, Ed Chmielewski wrote:
> Hi All,
>
> I can't emphasize enough how the 'tab-type' stall warning
> indicator is NOT an angle-of-attack (AOA) device. It works on
> slower GA-type aircraft in a narrow airspeed range. The fact it
> works in a turn is more indicative of its error range than its
> accuracy.
>
> True AOA uses a computer and factors in weight, air
> density, wing configuration (flap position), and possibly other
> factors. It works great, even in bumpy air.
>
> If the tab thingy worked, wouldn't some type of yarn also
> work at the right location? If it worked as previously stated,
> we'd see it on Falcons, Gulfstreams, etc. one would think.
>
> Sorry, not trying to flame but want to see more accurate
> info posted.
>
> Ed in JXN
> MkII/503
>
>
> ----- Original Message -----
> From: russ kinne
> To: kolb-list@matronics.com
> Sent: Tuesday, September 05, 2006 2:12 PM
> Subject: Re: Kolb-List: Stall Question
>
> David
> The little metal thingie measures the wind coming across the
> leading edge -- if the wing is near a stall the apparent wind will
> push it up, and it will beep. Or blink. AT ANY AIRSPEED --
> and the wing will stall if you go any slower. It does measure AOA
> and that's what you need to monitor. Cub doors work great!
> Russ
> do not archive
>
> On Sep 5, 2006, at 12:16 PM, David Key wrote:
>
>> --> Kolb-List message posted by: "David Key" <dhkey@msn.com>
>>
>> So are you saying that it will stall or not? I'm talking about the
>> little metal thing that yes measures the AOA
>>
>
Message 18
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
The oil pressure was around 8 at idle, then
| I took off and climbed to 1k and the oil pressure remained around
12. I
| landed asap. So where do I start now.
David K:
Was wondering why you did not shut the engine down as soon as you
started it and saw that the oil pressure was 8 psi at idle?
To me, that would have been the time to be alarmed, not 1000 feet agl.
Could be:
1-in op sender, gauge, EIS, or what ever you are using.
2-put a mechanical oil pressure gauge on it and see what kind of oil
pressure you actually have.
3-double check you hoses. You are working with vacuum on the inlet
side and 3-5 psi on the return line to the tank. A tight bend can
reduce the volume of oil flow considerably.
4-try not to commit to flight when the instruments are not in the
green. ;-)
5-low and no oil pressure will kill a 912 quicker than anything else.
Take care,
john h
mkIII
PS: Normal oil pressure, hot (normal) engine and oil temp, is about
40 psi. 22 psi is minimum at idle.
Use your Rotax Operators Manual and/or go on line to Kodiak and use
their manuals. I wouldn't use the CPS or LEAF catalogs unless it was
a last resort and nothing else was available.
Message 19
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Lar
You will find that the pusher prop doesn't help much in cooling your VW. The
only thing that helps is to get moving. Normally it isn't a problem but
sometimes at Oshkosh they have me sitting waiting for a open spot after
taxiing for a while. Things get warm and sometimes I just have to shut it
down.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "Larry Bourne" <biglar@gogittum.com>
Sent: Monday, September 04, 2006 11:46 PM
Subject: Re: Kolb-List: Vamoose
> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>
> You don't cool it without a prop. That's why only 10 minutes - and that
> at low rpms and no load. :-) Even at that, CHT was under 350 when I shut
> it down. Prob'ly the oil cooling it....?? Do not Archive.
>
> ----- Original Message -----
> From: "John Hauck" <jhauck@elmore.rr.com>
> To: <kolb-list@matronics.com>
> Sent: Monday, September 04, 2006 6:04 PM
> Subject: Re: Kolb-List: Vamoose
>
>
>> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>>
>>
>>
>> Not sure if this will apply to Rotax engines, but this VW with redrive
>> has quite a few starts on it without a prop, and so long as I'm very
>> careful with the throttle it seems to be fine.
>> Lar.
>>
>> ***************
>>
>> How do you cool a VW without a prop? 10 minutes run time seems about
>> enough to overheat, with no air going over it.
>>
>> john h
>> mkIII
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 20
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|
| Subject: | Re: Stall Question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
|I stand corrected -- sort of. The little metal tab-thingie WORKS AS
| an AOA indicator, at the speeds Kolbs fly; and can be trusted to
warn
| you of an impending stall. I don't think we need a super-accurate,
| computer-controlled AOA indicator, though of course it's more
| accurate --
Russ:
What are you basing your Kolb experience on?
Don't need another gadget on my Kolb.
Found out, early on, Kolbs stall if you get below the stall speed.
Also found out, at the same time, the ground is extremely hard and
unforgiving.
Through experience, demonstrating the MKIII, back in the good old
days, it was extremely difficult, and most of the time, impossible to
get the MKIII into an accelerated stall, intentionally. Once in a
while, with a rather large passenger, I could get it to fall through
an extremely tight turn. However, as soon as it was detected, it
could as quickly be gotten out of it.
Take care,
john h
mkIII (that needs airspeed to prevent stalls)
Message 21
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Ok, I'd like to tell you a complex thing I did, but the oil filter came a
little loose and I tightened it and all was good again. Got in an hour at
sunset.
>From: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 17:22:16 -0400
>
>David
>
>I'm in no way a Rotax person but you have a problem. It could be nothing
>more than a pressure gage/sender issue but you don't know that. In general
>your oil pressure will be high when the engine is cold even on a 95 degree
>day. Once it warms it will drop to what is a normal pressure. The guide
>line oil pressures for Rotax are similar to my VW. I wouldn't have
>continued to run the engine right after start up with the oil pressure you
>were seeing. If my oil pressures don't start their normal climb to 65-70
>lbs at cold idle I would shut the engine down NOW. You need to find out why
>this is happening.
>
>Rick Neilsen
>Redrive VW powered MKIIIc
> ----- Original Message -----
> From: Richard Girard
> To: kolb-list@matronics.com
> Sent: Tuesday, September 05, 2006 4:04 PM
> Subject: Re: Kolb-List: Oil Pressure question
>
>
> David, I took this right from Leading Edge Airfoils online manual:
>
> Oil pressure:
> NORMAL 58 psi (4 bar) @ 5500 rpm, MAX 72 psi (5 bar), MIN 22 psi
>(1.5 bar) @ 2800 rpm
>
> Rick
>
>
> On 9/5/06, David Key < dhkey@msn.com> wrote:
> --> Kolb-List message posted by: "David Key" < dhkey@msn.com>
>
> Thanks for all the answers. Here's today's question, I woke up today
>and
> taxied to the end of the runway. The oil pressure was around 8 at
>idle, then
> I took off and climbed to 1k and the oil pressure remained around 12.
>I
> landed asap. So where do I start now. Yes oil level looks good, no
>leaks.
> Someone said if you have low oil pressure stop ASAP. I wonder if I let
>it
> warm up enough on the ground. This is the first day the plane has
>flown in
>
>
> --
> Rick Girard
> "Ya'll drop on in"
> takes on a whole new meaning
> when you live at the airport.
>
>
Message 22
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BJ Moore contacted me and asked me to forward this picture on to the List.
I edited the pic for size, and here it is. Bill Herren is on the left, and
his Luscombe is in the right background. Lar.
----- Original Message -----
From: "BJ Moore" <BJMoore@bestutah.com>
Cc: <artytros@europa.com>
Sent: Tuesday, September 05, 2006 4:00 PM
Subject: Bill Herrin
> Hey Big Lar.
>
> It was nice to meet you at MV. I just heard of the news about Bill
> yesterday. This is a gut wrencher. I'm not a current member of the kolb
> list, even though I own one now. But I occasionally read what's in the
> Archives. I was told about this from a friend and the posts just showed
> up in the archives today. Maybe you could post a copy of this note to
> the list, FWIW.
>
> I met Bill at MV and immediately took to him. A zillion pictures were
> taken at MV while I was there flying Arty's drifter and helping her out
> with the problems. One of my favorite pictures was snapped by Doug
> Nielsen, who flew in with Arty in his sky raider....see attached. This
> is a picture of people having a real good time!
>
> The picture is of Bill (left) Arty, and myself all chuckling about
> something while we were working on replacing Arty's tach. Bill took me
> up in his Luscombe and let me fly it the whole time for an hour flight.
> I thought it was a very nice plane and that Bill was a real gentleman
> for letting me fly it. I was a complete stranger to him, except for the
> fun we were having while fixing Arty's plane, then the time we spent
> having meals and shooting the bull on the flight line.
>
> We were talking about the quality of the people at the MV fly-in...I
> remember Bill joking about something to the effect...."you don't know
> how many of these guys are going to be around in a year, so enjoy them
> now"....The other thing he mentioned jokingly is that his wife was
> "letting him fly to all these places and wasn't complaining a bit
> because she had a nice insurance policy on him"...
>
> It's hard to think back on him saying those things knowing that they
> became self fullfilling prophecies.
>
> Here is one thing I know, even though I didn't know Bill well.....He
> read his bible as he flew from place to place twice daily, in the
> morning and at night. We discussed a few passages while I was driving
> him from the campground to the airstrip. He carried and presented
> himself as a gentleman and a subscriber to the things found in that
> book. He loved helping others as was witnessed by him swinging out of
> his planned route to help Arty in Kanab when she had to land due to some
> more problems...
>
> If anybody is to make it....it's Bill, and hopefully I will get to fly
> with him again some day. Salt of the earth has a way of returning it's
> savor.
>
> B. J. Moore
> "flying moose"
>
> One final note. Bill was well aware of the fuel tank issue. We
> discussed it before we took off, and while he was checking me out in his
> plane.
>
Message 23
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--> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
Huh ! ! ! You musta been reading my mind......I've been planning to contact
you on just this subject.
Do you have any baffling on your motor ?? Just running mine on the ground,
it overheated after a while without the prop, but seemed to hold temps OK
into the mid range with the prop on. How does it act in the air ?? I've
got the lower cylinder baffling on mine, but feel inclined to pull it out of
there. Seems like it would disrupt airflow from the front of the engine. I
do have a large oil cooler right in front of the prop and I read somewhere
that the oil is 40% of the cooling on these engines. Does that seem right
to you ??
The flightseeing trip near Bella Coola, B.C. this summer inspired me, and I
want to make the same trip next year, but towing a Vamoose that's equipped
with amphib Full Lotus's. If you like, I'll send a link to some pages I
published on the Nikon Forum about that trip. Lar.
----- Original Message -----
From: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
Sent: Tuesday, September 05, 2006 4:44 PM
Subject: Re: Kolb-List: Vamoose
> --> Kolb-List message posted by: "Richard & Martha Neilsen"
> <NeilsenRM@comcast.net>
>
> Lar
>
> You will find that the pusher prop doesn't help much in cooling your VW.
> The only thing that helps is to get moving. Normally it isn't a problem
> but sometimes at Oshkosh they have me sitting waiting for a open spot
> after taxiing for a while. Things get warm and sometimes I just have to
> shut it down.
>
> Rick Neilsen
> Redrive VW powered MKIIIc
>
> ----- Original Message -----
> From: "Larry Bourne" <biglar@gogittum.com>
> To: <kolb-list@matronics.com>
> Sent: Monday, September 04, 2006 11:46 PM
> Subject: Re: Kolb-List: Vamoose
>
>
>> --> Kolb-List message posted by: "Larry Bourne" <biglar@gogittum.com>
>>
>> You don't cool it without a prop. That's why only 10 minutes - and that
>> at low rpms and no load. :-) Even at that, CHT was under 350 when I
>> shut it down. Prob'ly the oil cooling it....?? Do not
>> Archive.
>>
>> ----- Original Message -----
>> From: "John Hauck" <jhauck@elmore.rr.com>
>> To: <kolb-list@matronics.com>
>> Sent: Monday, September 04, 2006 6:04 PM
>> Subject: Re: Kolb-List: Vamoose
>>
>>
>>> --> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>>>
>>>
>>>
>>> Not sure if this will apply to Rotax engines, but this VW with redrive
>>> has quite a few starts on it without a prop, and so long as I'm very
>>> careful with the throttle it seems to be fine.
>>> Lar.
>>>
>>> ***************
>>>
>>> How do you cool a VW without a prop? 10 minutes run time seems about
>>> enough to overheat, with no air going over it.
>>>
>>> john h
>>> mkIII
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 24
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
came a
| little loose and I tightened it and all was good again. Got in an
hour at
| sunset.
David K:
How did the oil filter get a little loose?
john h
mkIII
Message 25
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
Good question. The DAR wanted me to put a worm gear on it and safty wire it.
That was the last time it was checked by hand. I took both the worm gear and
the safty wire off and now I will check it by hand on each preflight. It
looked tight each time I looked at it because the saftywire was tight but
the worm gear had slipped or wasn't on tight to begin with, can't be certian
now. There wasn't a drip of oil on the filter so someone must of been right
that there is a negative pressure there and nothing was pushing oil out.
Also I put reflex in the flaps and ailerions and have a much better crusie,
not to mention a much better stall. It pitches up in the stall now and it's
easy to see and feel.
The trim tab I built was only one bay tall and you were right that's not
enough. I've got a 45degree angle in it and still have a lot of right rudder
in a 5k cruise. Takeoffs are much better even with one bay. So I was
building it to two bays tall and everyone at the airport said there's no way
that's right. Don't put that on. There's no such thing as a plane that needs
a trim tab that big. Don't do it that way. Well we were right and now I get
to do it again.
There are less than 10 hours on the plane.
>From: "John Hauck" <jhauck@elmore.rr.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 20:11:48 -0500
>
>--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | Ok, I'd like to tell you a complex thing I did, but the oil filter
>came a
>| little loose and I tightened it and all was good again. Got in an
>hour at
>| sunset.
>
>
>David K:
>
>How did the oil filter get a little loose?
>
>john h
>mkIII
>
>
Message 26
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--> Kolb-List message posted by: "Dave & Eve Pelletier" <pelletier@cableone.net>
----- Original Message -----
From: "Kirby Dennis Contr MDA/AL" <Dennis.Kirby@kirtland.af.mil>
> In fact, when he observed how my cheap, knock-off copy of Arizona Dave's
> control surface immobilizer (aka, the "spider") was ineffective in the
> wind,
> he shared with me another idea for a compact, lightweight aileron gust
> lock.
> Now, as a small tribute to Bill, I am determined to build the thing, and
> then share the idea with all of you when it's done.
> Dennis Kirby
> Cedar Crest, NM
>
Dennis,
I too sure did hate to hear the sad news about Bill. I was hoping to
see him next year and hear more of his travels. As I remember, he was just
starting to do a lot of cross country traveling in his Luscomb. Sad.
Regarding "The Spider, y'know, I originally thought of "Control Surface
Immobilizer" and had copyrighted the name but a certain TV program liked the
intitals so much that they offered me $124,375.21 for the rights to it so I
sold it to them. Wouldn't a done it but the extra 21 cents put it in the
"too good to pass up" category. That's why I went with my second choice
"The Spider."
AzDave
Do Not Archive
>
>
>
Message 27
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
wire it.
| That was the last time it was checked by hand.
David K:
Glad you made out ok. Always a first time for everything. However, I
have never had an oil filter release on a 912. I tighten them by
hand, as instructed, 3/4 turn after the gasket makes contact with the
base. In all cases, I have to use the oil filter wrench to loosen
them up. Gets to be a mess when I am on a cross country and do not
have my handy oil filter wrench. Usually end up punching a hole in
the filter with a big screw driver to crack it lose.
Don't know if you have a buncha "experienced" strap hangers at your
airport or not. But..........sounds as if you do. I can assure you,
there is nothing wrong with a mkIII that requires a large trim tab,
such as the one I finally put on my mkIII. Just happens to be the
nature of the beast.
Glad the aileron, flap, reflex made your mkIII fly better.
john h
mkIII
PS: If I listened to all the strap hangers, I'd still be on the
ground waiting to fly.
Message 28
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| Subject: | Re: Oil Pressure question |
X-mailer: Pegasus Mail for Windows (4.41)
--> Kolb-List message posted by: "Jim Baker" <jlbaker@msbit.net>
> tighten them by
> hand, as instructed, 3/4 turn after the gasket makes contact with the
> base. In all cases, I have to use the oil filter wrench to loosen
> them up.
A bit of Dow Corning DC-4 on the gasket surface will make the
job much easier at removal time.....
Jim Baker
580.788.2779
Elmore City, OK
Message 29
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
| job much easier at removal time.....
|
| Jim Baker
Jim B:
Afraid it might get too easy to remove. Just as soon keep it
difficult, since I do not use any mechanical means for safetying it.
john h
mkIII
Message 30
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| Subject: | Re: Oil Pressure question |
--> Kolb-List message posted by: "David Key" <dhkey@msn.com>
John,
If you only knew what I go through with the strap hangers... almost daily...
My problem is I'm nice and I listen. They all don't like my plane for dozens
of reasons and the newest will be that if it needs that sized trim tab then
it aint designed right. I get a new reason not to like it every three days.
I live on the airport so the neighbors are the strap hangers, they come by
like a small stream all day and night. I'm not sure what happened to
everyone else when I decided to build a plane, but they didn't get smarter.
You should of seen what happened when I ask for a second pair of eyes while
I calculated CG. I didn't ask how to do it, I ask for someone to watch me
while I did it. It got really spooky in seconds as the ideas and the beer
flowed. One guy said I had to take everything out and weigh it, he owns the
airport!!! I ask him very gently, don't you think the scales take into
account everything in the airplane. He still didn't get it, I dropped it,
while maintaining a huge silent concern for the people that didn't
understand that. I have sympathy for anyone in the building process that has
to go through that crap. I'm very surprised at the abundance of inaccurate
advise and the willingness of people to share it. I used to think that
anyone could build a Kolb, it's a very simple plane. Now I know that it's a
huge accomplishment and few have the knowlege to do it.
I realize now that the oil pressure was totally out of range and I shouldn't
of flown it. I am still new with the plane and learning the numbers. It is
normal for my EIS to show the red light when I am at low RPM's like while
taxiing. I set the limits based on flying limits. Now I know that the
numbers today were way too low. Wont happen again. Thanks for your concern.
>From: "John Hauck" <jhauck@elmore.rr.com>
>To: <kolb-list@matronics.com>
>Subject: Re: Kolb-List: Oil Pressure question
>Date: Tue, 5 Sep 2006 21:10:43 -0500
>
>--> Kolb-List message posted by: "John Hauck" <jhauck@elmore.rr.com>
>
> | Good question. The DAR wanted me to put a worm gear on it and safty
>wire it.
>| That was the last time it was checked by hand.
>
>David K:
>
>Glad you made out ok. Always a first time for everything. However, I
>have never had an oil filter release on a 912. I tighten them by
>hand, as instructed, 3/4 turn after the gasket makes contact with the
>base. In all cases, I have to use the oil filter wrench to loosen
>them up. Gets to be a mess when I am on a cross country and do not
>have my handy oil filter wrench. Usually end up punching a hole in
>the filter with a big screw driver to crack it lose.
>
>Don't know if you have a buncha "experienced" strap hangers at your
>airport or not. But..........sounds as if you do. I can assure you,
>there is nothing wrong with a mkIII that requires a large trim tab,
>such as the one I finally put on my mkIII. Just happens to be the
>nature of the beast.
>
>Glad the aileron, flap, reflex made your mkIII fly better.
>
>john h
>mkIII
>
>PS: If I listened to all the strap hangers, I'd still be on the
>ground waiting to fly.
>
>
Message 31
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--> Kolb-List message posted by: APilot@webtv.net
re: 180 degree return to the runway. When we teach sailplane techniques,
we advise the pilot to call, out loud, his altitude on climb out. If he
is skilled at a 180 degree turn, then he knows exactly when he can make
it back to the runway. My super, first instructor, Amelia Reid, taught
me how to do it. My first try was in a Cessna 150, I lost 600 feet to
get it around. Later, after many, many practices, I got the 150 back to
the runway after a loss of only 100 ft of altutude. I was able to do
the same 180 degree turn with only a 50 ft loss of altutude in my PA-11
Cub Special. The point is: Learn to do the 180 degree turn correctly.
Call out your altitudes on every take off and do not take chances. If
the engine quits and you have the altitude that you are proficient in
the return to runway procedure; then, by all means land on the runway.
If you do not have the altitude and there is no more runway to land on,
then take your chances and land as the FAA recommends. The FAA
recommends teaching a pilot to land more or less straignt ahead.
Drrrrr. They also do not required spin training for a private ticket.
Why not learn techniques to save your life? Maybe it is not easy, but
is it worth the practice?
Message 32
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| Subject: | Re: Kolb building advisors |
--> Kolb-List message posted by: APilot@webtv.net
Yes, you are right. Many folks have lots to say about our trials in
building the Kolb. I really enjoyed listening to all of the advice and
even some of the criticism. To sift through the remarks and information
was a challenge, to be sure. But, many had helpful remarks and
suggestions. I thank them all. Even those who tried to be helpful who
were not fully informed.. Building a Kolb or any other aircraft is not
an easy thing, in my opinion. I have found that there seems to be more
critics than there are builders.
Vic in Sacramento
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