Today's Message Index:
----------------------
1. 03:42 AM - Re: piston for rotax (David & Maria Lumgair)
2. 07:13 AM - Re: Radio (Duncan McBride)
3. 08:57 AM - 618 prop loading (Aaron Hollingsworth)
4. 09:04 AM - Sale-Firestar KXP (rwash)
5. 10:36 AM - Slingshot w/ dual controls? (Thom Riddle)
6. 11:17 AM - Wing Stow (mark rinehart)
7. 12:01 PM - Re: Wing Stow (Richard & Martha Neilsen)
8. 12:32 PM - Re: Wing Stow ()
9. 01:03 PM - Re: 618 prop loading (Richard Pike)
10. 02:12 PM - Re: Radio (John Hauck)
11. 02:16 PM - Re: Sale-Firestar KXP (Mike)
12. 02:48 PM - Re: 618 prop loading (Aaron Hollingsworth)
13. 04:16 PM - Re: Getting a new Warp - to taper tip or not? (John Hauck)
14. 04:23 PM - Re: Radio (Richard & Martha Neilsen)
15. 05:07 PM - Weekend MK III Flight (John Hauck)
16. 06:52 PM - Re: Wing Stow (ul15rhb@juno.com)
17. 07:27 PM - Re: Slingshot w/ dual controls? (Richard Swiderski)
18. 10:26 PM - Re: Wing Stow (Larry Cottrell)
Message 1
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| Subject: | Re: piston for rotax |
--> Kolb-List message posted by: "David & Maria Lumgair" <dlummy@visi.net>
Be careful using "used" pistons. Two reasons:
1) Two strokes - especially air cooled ones - tend to wear the skirt on the
piston, as the skirt wears the piston begins rocking, inside the bore.
Eventually the skirt will break off and send some cast aluminum into the
case - sometimes causing a seizure but almost always damaging the bottom
end. This wear is indicated by a shiny spot on the piston wall usually on
the exhaust port side as this is where the most stress occurs. They are
designed this way - the piston SHOULD wear before the cylinder. Pistons are
cheaper and easy to replace comparatively.
2) Pistons wear in to different cylinders during the break in. It is a bad
idea to switch pistons to different positions on the same engine. To put
them in a different engine will surely accelerate wear. Think of it as
walking a mile in someone else's shoes - though they are the same size -
once I have broken them in on my feet - they're bound to give you blisters.
I am not a Rotax expert but have rebuilt and tweaked many of them in jet
skis and UL's and have countless hours working on motorcycles. It's my
opinion - and we all know about opinions - that to put used pistons in an
aircraft of any kind is foolish. As a good friend that I admire once said,
"If the engine quits all you have to do is know where you are going to land
and land. Have fun!"
Dave -
do not archive
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Re: Kolb-List: piston for rotax
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Go to ebay, search under "Rotax"
> There is a day and a half left on some.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
> do not archive
>
> At 06:01 PM 11/8/03 -0500, you wrote:
>
> >--> Kolb-List message posted by: "Mid-State Sandblasting"
<plane@rtmc.net>
> >
> >I am looking for a good used std piston for a 503 rotax
> >Randy
>
>
Message 2
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--> Kolb-List message posted by: "Duncan McBride" <duncanmcbride@comcast.net>
I bought mine from a guy in St. Petersburg, FL who advertised on
Barnstormers - at the time it was the least expensive advertised, even with
the Florida tax. Wimberly's Sport Aviation. I searched on microair and
found him. He's advertising the 760 for 689 plus shipping and handling.
Also recommending the 760 is the Aeroelectric connection. They have a list
on the matronics site, and I recommend that to anyone. Bob Nuckolls
participates on the list regularly. You can search the archive for
microair and find references to an installation manual he wrote for the 760
when he was selling it, and a lot of discussion. He gave me a lot of help
trying to figure out where the noise was coming from when I was
transmitting. Turns out that wasn't the radio at all, but a combination of
sensitive microphones and a really loud cockpit. Bob's recommendation of
the MicroAir helped me make up my mind. I'm real happy with it, even if I
do have to take my gloves off to manage those little knobs.
Duncan McBride
Mk 3, 319DM
----- Original Message -----
From: "Aaron Hollingsworth" <aaron@gamespeak.com>
Subject: Re: Kolb-List: Radio
> --> Kolb-List message posted by: "Aaron Hollingsworth"
<aaron@gamespeak.com>
>
> I am also interested in a panel mounted radio, are there any other
(cheaper)
> options than the M760? Cheapest I see it doing a quick web search is ~$900
>
> Thanks,
>
> Aaron
> -
> ----- Original Message -----
> From: "Duncan McBride" <duncanmcbride@comcast.net>
> To: <kolb-list@matronics.com>
> Subject: Re: Kolb-List: Radio
>
>
> > --> Kolb-List message posted by: "Duncan McBride"
> <duncanmcbride@comcast.net>
> >
> > I've been using the MicroAir 760 for almost a year. It has been very
> > reliable. It mounts in a 2-1/4 round instrument hole so it doesn't take
> up
> > much panel space - it's about 8 inches deep. It comes with an intercom
> that
> > you can switch on or leave on, it is not voice activated. I have a
> > Sigtronics SPO-22N intercom hooked up to it and it works just fine.
There
> > is a lot of noise in the Mark III, and the microphones in my headsets
pick
> > it up pretty good, so when the squelch breaks or I hit the PTT switch, I
> > hear wind and engine noise. That's one reason I'm enclosing the cabin,
to
> > see if that helps. People understand my transmissions ok, its just
> > annoying. I had the same problem with the handheld I used, a Yaesu
VX120.
> > The handheld worked ok too, I just wanted something in the panel with
the
> > ability to display two frequencies and toggle between them. Also with a
> > handheld you end up with a mess of cables and adapters. You can save a
> few
> > hundred bucks, too. I wouldn't get NAV capability, save the money and
get
> a
> > decent GPS. I have a Garmin III+, now I wish I'd paid for the Pilot.
> >
> > ----- Original Message -----
> > From: "flykolb" <flykolb@carolina.rr.com>
> > To: <kolb-list@matronics.com>
> > Subject: Kolb-List: Radio
> >
> >
> > > --> Kolb-List message posted by: "flykolb" <flykolb@carolina.rr.com>
> > >
> > > Kolbers
> > >
> > > I'm looking for a new radio for my Mark III. Recommendations? Hand
held
> or
> > panel mount?
> > >
> > > Jim
> > > Mark III
> > > Bluebird
> > >
> > >
> >
> >
>
>
Message 3
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| Subject: | 618 prop loading |
SMTPD_IN_RCVD
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
I have a 3 blade warp prop and want to check with others to see what RPM they load
their 618 to at max throttle. Mine sees 6300RPM at full open on takeoff. I
have not tried seeing what it max rpm is at cruise yet. The previous owners mentioned
it was set at 6300 to to keep from wearing the engine. I think the max
rpm specified frm rotax for the 618 os 6700 or 6800. I have plenty of power,
even at the 5100' field I have flown at. I will be moving the plane to a closer
field that is 6800' elevation, so I do want to make sure I do not have extra
power I cant use.
Thanks,
aaron
--
DO Not Archive
Message 4
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| Subject: | Sale-Firestar KXP |
--> Kolb-List message posted by: "rwash" <rwash@copper.net>
Hello List,
Due to illness I'm offering my Firestar KXP for sale. It has a loaded panel
with a 503 DCDI, brakes, partial enclosed, electric start, electric trim, wingtip
& belly strobes [wingtip double flash], chute, 113 TT, always hangered,
pristine condition, yellow & maroon. Was asking $10,900. Lowering to $9,900 to
find a good home. If interested I will email you pictures. I built this plane
over a 2 1/2 yr period with extra care & using all butted joints with gussets.
Located in North Central Ohio.
PS Also has tapered warp drive prop with nickel edges and balancer.
Ron Washburn
rwash@copper.net
Message 5
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| Subject: | Slingshot w/ dual controls? |
--> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
Slingshot flyers (past or present),
Has any of you ever adapted dual controls to the back seat of a Slingshot? Is there
room for and is there a straight forward way of doing this? I don't have
a Slingshot and have not examined one with this in mind so I don't recall if this
is a possibility. I am not concerned about instruments, just controls. Thanks
for your input.
Thom in Buffalo
Message 6
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--> Kolb-List message posted by: mark rinehart <capt_riney@yahoo.com>
I've cleco'd the wing stow fittings on to the wings,
and was getting ready to drill the 5/8" hole thru the
fuselage tube (for the rod that attaches to the
fittings) when I thought, man that's a big hole. Has
anyone who has done this had any problems (like cracks
starting at the hole) with having a hole that size
thru the tail boom?
Mark Rinehart
Mk III Classic Builder in Indy
__________________________________
Message 7
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
I haven't and haven't heard of any problems. Think about it, this is a real
low stress area. The highest stress is right were the fuselage tube meets
the fuselage and it decreases as you move further back.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "mark rinehart" <capt_riney@yahoo.com>
Subject: Kolb-List: Wing Stow
> --> Kolb-List message posted by: mark rinehart <capt_riney@yahoo.com>
>
> I've cleco'd the wing stow fittings on to the wings,
> and was getting ready to drill the 5/8" hole thru the
> fuselage tube (for the rod that attaches to the
> fittings) when I thought, man that's a big hole. Has
> anyone who has done this had any problems (like cracks
> starting at the hole) with having a hole that size
> thru the tail boom?
>
>
> Mark Rinehart
> Mk III Classic Builder in Indy
Message 8
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--> Kolb-List message posted by: <JJP45@comcast.net>
SCRIBE IT W/ THE WEIGHT OF THE ENGINE ON THE FRAME
----- Original Message -----
From: "mark rinehart" <capt_riney@yahoo.com>
Subject: Kolb-List: Wing Stow
> --> Kolb-List message posted by: mark rinehart <capt_riney@yahoo.com>
>
> I've cleco'd the wing stow fittings on to the wings,
> and was getting ready to drill the 5/8" hole thru the
> fuselage tube (for the rod that attaches to the
> fittings) when I thought, man that's a big hole. Has
> anyone who has done this had any problems (like cracks
> starting at the hole) with having a hole that size
> thru the tail boom?
>
>
> Mark Rinehart
> Mk III Classic Builder in Indy
>
> __________________________________
>
>
Message 9
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| Subject: | Re: 618 prop loading |
--> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
Don't know about the 618, but my 582 with 68 inch prop has a sweet spot I
discovered by experimentation. If there is a bit too much pitch, the engine
is turning about 6200 on climbout and when you firewall it to takeoff, it
accelerates OK, but not great. Climbout is good, but not great. EGT's are
good. If you crank in a little more pitch, no big change, no real loss in
performance, except lower RPM's.
Took a little pitch out of the prop and tried it again, no real change,
took out a little more, etc, and suddenly it was like the prop was really
biting instead of cavitating. Better acceleration from a standstill, better
climbout, better all around, rpm was now 6350 at a 45-50 mph climbout.
Took out some more pitch, rpm went up by 50, not much improvement on
acceleration or climbout, (maybe almost enough to notice, but that's all)
however the EGT's went up by 50 at cruise. Took out a little more pitch, no
improvement in performance, but EGT's now up by 100 at cruise. Went back to
where the performance went up but the EGT's stayed correct.
Full throttle at level flight is around 6550-6600 so I feel things are
close to optimum for this engine / prop combination. The 582 peaks it's hp
curve between 6200 and 6600 and peaks it's torque curve between 5800 and
6200 so takeoff and climbout at 6350 sounds about right.
Looking at the chart in the Lockwood catalog, the 618 peaks it's hp curve
between 6500-6800 & it's torque peak looks to be between 6200-6500, so your
particular combination will probably be different, but I suspect that if
you incrementally take out pitch until your EGT begins to move at cruise
and then go back a hair, you will be close to optimum for best compromise
of acceleration / climbout and cruise.
You probably already know this, but on a correctly jetted 2-stroke engine,
an incorrect prop load will reveal itself by the EGT and CHT readings. You
need the correct prop load at cruise to make the carburetor jetting work
correctly. A 2-cycle engine with too little prop load tends to show high
EGT's even though the jetting is correct. And it can also have low CHT's at
the same time.
If the prop load is too great, then the CHT's typically go up and the EGT's
go down, even though the jetting is correct.
Richard Pike
MKIII N420P (420ldPoops)
At 09:59 AM 11/9/03 -0800, you wrote:
>--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
>
>I have a 3 blade warp prop and want to check with others to see what RPM
>they load their 618 to at max throttle. Mine sees 6300RPM at full open on
>takeoff. I have not tried seeing what it max rpm is at cruise yet. The
>previous owners mentioned it was set at 6300 to to keep from wearing the
>engine. I think the max rpm specified frm rotax for the 618 os 6700 or
>6800. I have plenty of power, even at the 5100' field I have flown at. I
>will be moving the plane to a closer field that is 6800' elevation, so I
>do want to make sure I do not have extra power I cant use.
>
>Thanks,
>
>aaron
>
>--
>DO Not Archive
>
>
Message 10
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--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> I'm looking for a new radio for my Mark III. Recommendations? Hand held or panel
mount?
>
> Jim
> Mark III
> Bluebird
Jim/All:
I use an ICOM A3 handheld (no VOR).
Works great. I mounted it in the aircraft, runs off batter
or aircraft electrical system, with or without the radio
battery. I think it may soak up a little more IR noise with
the radio battery installed, which is recharged while I fly
from the aircraft electrical system.
I have used the STS (no longer manufactured) and King KX99,
both hand helds, in my Firestar and MK III. With two
flights to Alaska, numerous flights around CONUS and Canada,
in and out of Class D and C airports, I have not problem
with any of the three. I am losing more and more of my
hearing. Am at the threshold for max volume on the A3. I
may have to go to another system, eventually, or find
someone who can modify and increase the volume capability of
the A3.
There is a lot of difference in price between the hand held
and panel mounted radios. One of the reasons I go for hand
held.
Take care,
john h
Message 11
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| Subject: | Re: Sale-Firestar KXP |
--> Kolb-List message posted by: "Mike" <mmacpherson@comcast.net>
Yes please email me pics of your plane. Thank you.
----- Original Message -----
From: "rwash" <rwash@copper.net>
Subject: Kolb-List: Sale-Firestar KXP
> --> Kolb-List message posted by: "rwash" <rwash@copper.net>
>
> Hello List,
> Due to illness I'm offering my Firestar KXP for sale. It has a loaded
panel with a 503 DCDI, brakes, partial enclosed, electric start, electric
trim, wingtip & belly strobes [wingtip double flash], chute, 113 TT, always
hangered, pristine condition, yellow & maroon. Was asking $10,900. Lowering
to $9,900 to find a good home. If interested I will email you pictures. I
built this plane over a 2 1/2 yr period with extra care & using all butted
joints with gussets. Located in North Central Ohio.
> PS Also has tapered warp drive prop with nickel edges and balancer.
>
> Ron Washburn
> rwash@copper.net
>
>
Message 12
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| Subject: | Re: 618 prop loading |
--> Kolb-List message posted by: "Aaron Hollingsworth" <aaron@gamespeak.com>
Great information thanks.
I have not memorized my EGT/CHTs yet. I just bought the plane and have only
flown it a few hours. I do know that the EIS is setup to alert on too
high/low. Everything is within the EIS settings. The plane is being
delivered to my airport tomorrow. I will check out the temps and ask a few
more questions... Lots to learn.
Thanks for the help!
Aaron
-
----- Original Message -----
From: "Richard Pike" <rwpike@charter.net>
Subject: Re: Kolb-List: 618 prop loading
> --> Kolb-List message posted by: Richard Pike <rwpike@charter.net>
>
> Don't know about the 618, but my 582 with 68 inch prop has a sweet spot I
> discovered by experimentation. If there is a bit too much pitch, the
engine
> is turning about 6200 on climbout and when you firewall it to takeoff, it
> accelerates OK, but not great. Climbout is good, but not great. EGT's are
> good. If you crank in a little more pitch, no big change, no real loss in
> performance, except lower RPM's.
>
> Took a little pitch out of the prop and tried it again, no real change,
> took out a little more, etc, and suddenly it was like the prop was really
> biting instead of cavitating. Better acceleration from a standstill,
better
> climbout, better all around, rpm was now 6350 at a 45-50 mph climbout.
>
> Took out some more pitch, rpm went up by 50, not much improvement on
> acceleration or climbout, (maybe almost enough to notice, but that's all)
> however the EGT's went up by 50 at cruise. Took out a little more pitch,
no
> improvement in performance, but EGT's now up by 100 at cruise. Went back
to
> where the performance went up but the EGT's stayed correct.
>
>
> Full throttle at level flight is around 6550-6600 so I feel things are
> close to optimum for this engine / prop combination. The 582 peaks it's hp
> curve between 6200 and 6600 and peaks it's torque curve between 5800 and
> 6200 so takeoff and climbout at 6350 sounds about right.
>
> Looking at the chart in the Lockwood catalog, the 618 peaks it's hp curve
> between 6500-6800 & it's torque peak looks to be between 6200-6500, so
your
> particular combination will probably be different, but I suspect that if
> you incrementally take out pitch until your EGT begins to move at cruise
> and then go back a hair, you will be close to optimum for best compromise
> of acceleration / climbout and cruise.
>
> You probably already know this, but on a correctly jetted 2-stroke engine,
> an incorrect prop load will reveal itself by the EGT and CHT readings. You
> need the correct prop load at cruise to make the carburetor jetting work
> correctly. A 2-cycle engine with too little prop load tends to show high
> EGT's even though the jetting is correct. And it can also have low CHT's
at
> the same time.
> If the prop load is too great, then the CHT's typically go up and the
EGT's
> go down, even though the jetting is correct.
>
> Richard Pike
> MKIII N420P (420ldPoops)
>
>
> At 09:59 AM 11/9/03 -0800, you wrote:
>
> >--> Kolb-List message posted by: "Aaron Hollingsworth"
<aaron@gamespeak.com>
> >
> >I have a 3 blade warp prop and want to check with others to see what RPM
> >they load their 618 to at max throttle. Mine sees 6300RPM at full open on
> >takeoff. I have not tried seeing what it max rpm is at cruise yet. The
> >previous owners mentioned it was set at 6300 to to keep from wearing the
> >engine. I think the max rpm specified frm rotax for the 618 os 6700 or
> >6800. I have plenty of power, even at the 5100' field I have flown at. I
> >will be moving the plane to a closer field that is 6800' elevation, so I
> >do want to make sure I do not have extra power I cant use.
> >
> >Thanks,
> >
> >aaron
> >
> >--
> >DO Not Archive
> >
> >
>
>
Message 13
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| Subject: | Re: Getting a new Warp - to taper tip or not? |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
> Lots of flex in the blade ends. If you mount it on an engine that jumps
> around on start/shutdown be sure to have plenty of clearance.
> Bill George
Hi Bill/A:
You have that right.
That's why I whacked an inch off my 72" Warp, making it a
70". Got a blade strike with a 2" prop extension on the MK
III a couple days prior to departure for Alaska. Had flown
this configuration for more than 100 hours without problem.
I have a feeling the new mods, starter and slip clutch, done
to my 912S would have overcome the violent start up of this
engine. It starts nice and gentle now. Nothing like the
old engine.
john h
Message 14
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--> Kolb-List message posted by: "Richard & Martha Neilsen" <NeilsenRM@comcast.net>
John
If you haven't already you may want to try a active noise reduction head
set. They will reduce the surrounding noise level a bunch so that it is much
easer to hear your radio at a lower volume. The reduced noise will also slow
further hearing loss. I use a ANR that you add to your existing head set and
it works well. The product is sold by Headsets Inc.
http://www.headsetsinc.com/ . I know it's a bitch getting older but the
alternative is much worse.
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Subject: Re: Kolb-List: Radio
> --> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
>
>
> > I'm looking for a new radio for my Mark III. Recommendations? Hand held
or panel mount?
> >
> > Jim
> > Mark III
> > Bluebird
>
> Jim/All:
>
> I use an ICOM A3 handheld (no VOR).
>
> Works great. I mounted it in the aircraft, runs off batter
> or aircraft electrical system, with or without the radio
> battery. I think it may soak up a little more IR noise with
> the radio battery installed, which is recharged while I fly
> from the aircraft electrical system.
>
> I have used the STS (no longer manufactured) and King KX99,
> both hand helds, in my Firestar and MK III. With two
> flights to Alaska, numerous flights around CONUS and Canada,
> in and out of Class D and C airports, I have not problem
> with any of the three. I am losing more and more of my
> hearing. Am at the threshold for max volume on the A3. I
> may have to go to another system, eventually, or find
> someone who can modify and increase the volume capability of
> the A3.
Message 15
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| Subject: | Weekend MK III Flight |
--> Kolb-List message posted by: John Hauck <jhauck@elmore.rr.com>
Hi Gang:
Had a good time this weekend.
Got up early thirty yesterday morning to fly over to the
Central Mississippi Light Aircraft Flyin/Fishfry at Harrell
Field Airport, Pisgah, MS, just NE of Jackson.
Departed Gantt International Airport at 0800. Beautifully
clear sunshiny morning. Twenty minutes later I was down to
tree top level with a solid overcast. In fact, before I
took a closer look, I thought the overcast went right to the
ground. Wasn't really as bad as it looked. I had a good
1,000 feet and 5 or 6 miles viz.
Made a pit stop at Union, MS, airport. Right downtown
Union, MS, and an integral part of the local golf course.
On short final I didn't know if I had mistaken the golf
course fairway for the local airport. Met a feller there
with little Canadian gyrocopter. Said he had the airport
all to himself most of the time.
Harrell Field was back in the sunshine by the time I
arrived. Had a good turn out. Had a good visit with
Charlie Harris and Paul Petty. Also Ronnie Smith, South
Mississippi Light Aircraft was there, and a lot of other
folks I got to meet for the first time.
When it was time to leave, I loaded up Charlie Harris and
dropped him off at Harris Field just outside Raleigh, MS.
Then on to Laurel, MS, to pick up 18.8 gal of 100LL and
Mobile Downtown Airport, Mobile, Alabama. Mobile Downtown
used to be Brookley Air Force Base many years ago. It is a
Class D tower controlled facility, right down town Mobile,
just as the name implies.
Spent the night with Nell and her family in Mobile last
night. Got up this morning to solid low overcast. By noon,
when Nell dropped me off at the airport, the ceiling was up
to 900 feet. When I called ground it was still 900 and the
field was IFR. Got a "special VFR clearance" to depart,
took the 9,300 foot long runway at a point where I still had
3,200 feet of useable runway, and departed for Gantt
International at a relatively low level over the city of Mobile.
A quick op stop at Monroeville, Alabama, with coffee and
cake, and I was off again for Gantt. By the time I made
Montgomery, Alabama, the sky had cleared and I landed in
bright sunshine in the pasture with the cows and calves, 800
feet of grass and cow manure at Gantt International.
I enjoyed flying with my new Garmin 196. This is the second
time I got to use it. The first was on the Kitty Hawk
flight with the Five Musketeers. It is a piece of work that
takes a lot load off the pilot/navigator.
Miss P'fer and I had a ball flying:
602 sm
8.1 flight hrs
7.5 cross country hours
38.8 gal fuel
4.8 GPH
74.3 MPH overall average speed (includes engine start,
warmup, T/O's, landings, and traffic patterns)
80.3 MPH overall average of cruise flight
85 to 90 MPH indicated airspeed cruise flight
No oil.
No maintenance.
Not a drop of oil anywhere on the 912S.
Had a blast. This is what flying Kolbs is all about.
Take care,
john h
DO NOT ARCHIVE
Message 16
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--> Kolb-List message posted by: ul15rhb@juno.com
Mark,
I have never seen a problem with cracks in the fuselage tube around the
wing stow and I trailer and set up every time I fly the thing. I have had
the two rivets holding the chromoly stow tube loosen up. I've replaced
them twice and had I not seen this, I would have lost the tube. One guy
flying an Original Firestar lost his in flight one day. That's a bummer
when your done for the day and want to fold it up and bring it home.
His solution to stow the wings, without the stow tube, was a large piece
of heavy sheet aluminum in the shape of a "W" lined with foam. The center
of the "W" was over the fuselage tube.
Your Mark III has a heavier wing and this could be a problem, although I
doubt it.
Ralph
Original Firestar
16 years flying it
On Sun, 9 Nov 2003 11:17:08 -0800 (PST) mark rinehart
<capt_riney@yahoo.com> writes:
> --> Kolb-List message posted by: mark rinehart
> <capt_riney@yahoo.com>
>
> I've cleco'd the wing stow fittings on to the wings,
> and was getting ready to drill the 5/8" hole thru the
> fuselage tube (for the rod that attaches to the
> fittings) when I thought, man that's a big hole. Has
> anyone who has done this had any problems (like cracks
> starting at the hole) with having a hole that size
> thru the tail boom?
>
>
> Mark Rinehart
> Mk III Classic Builder in Indy
Message 17
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| Subject: | Re: Slingshot w/ dual controls? |
--> Kolb-List message posted by: "Richard Swiderski" <swiderski@rocketjet.net>
Thom,
Nothing conventional would work as per my eyes. Maybe a side mounted
tube that slid forward & back for pitch, & rotated via a short handle for
yaw might be a possibility. Haven't put a lot of thought into it though.
Richard Swiderski
SlingShot still motorless & waiting to get back to work on turbo Suzuki G10.
----- Original Message -----
From: "Thom Riddle" <jtriddle@adelphia.net>
Subject: Kolb-List: Slingshot w/ dual controls?
> --> Kolb-List message posted by: "Thom Riddle" <jtriddle@adelphia.net>
>
> Slingshot flyers (past or present),
>
> Has any of you ever adapted dual controls to the back seat of a Slingshot?
Is there room for and is there a straight forward way of doing this? I don't
have a Slingshot and have not examined one with this in mind so I don't
recall if this is a possibility. I am not concerned about instruments, just
controls. Thanks for your input.
>
> Thom in Buffalo
>
>
Message 18
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--> Kolb-List message posted by: "Larry Cottrell" <lcottrel@kfalls.net>
----- Original Message -----
From: <ul15rhb@juno.com>
Subject: Re: Kolb-List: Wing Stow
> Original Firestar
> 16 years flying it
>
> On Sun, 9 Nov 2003 11:17:08 -0800 (PST) mark rinehart
> <capt_riney@yahoo.com> writes:
> > --> Kolb-List message posted by: mark rinehart
> > <capt_riney@yahoo.com>
> >
> > I've cleco'd the wing stow fittings on to the wings,
> > and was getting ready to drill the 5/8" hole thru the
> > fuselage tube (for the rod that attaches to the
> > fittings) > >
> > Mark Rinehart
> > Mk III Classic Builder in Indy
If I might suggest, before you put the tube in place, heat the ends and bell
them out as much as you can. This will make for a lot less cussin when you
fold the wings.
One of the replies related losing his. I have lost one permanently while
flying. My last trip to eastern Oregon I camped on a dried lake bed. I had
moved enough of the dried cow pies out of a strip so that I could land, but
could do nothing of the deep hoof prints that had dried in many areas. I was
gathering some of the dried BS for a fire later in the evening after flying,
and saw a piece of metal on the ground. It was tube that held the wings. A
bit of incredible luck indeed that it had fallen out where I could stumble
over it.
Larry, Oregon
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