Today's Message Index:
----------------------
1. 01:20 AM - Re: Propeller Information... (Dave Bigelow)
2. 01:37 AM - Re: q (Charlie England)
3. 03:51 AM - Re: Propeller Information... (DANIEL WALTER)
4. 04:23 AM - Re: q (Dana Hague)
5. 04:26 AM - Re: Propeller Information... (Dana Hague)
6. 05:08 AM - Headset feature question: ANR ()
7. 06:01 AM - Re: Re: Propeller Information... (John Hauck)
8. 06:30 AM - Re: q (robert bean)
9. 06:53 AM - Re: Propeller Information... (Terry)
10. 06:54 AM - Re: Re: Propeller Information... (Richard Pike)
11. 07:27 AM - Re: Re: Propeller Information... (John Hauck)
12. 07:47 AM - Re: Headset feature question: ANR (Richard & Martha Neilsen)
13. 08:07 AM - Re: Headset feature question: ANR (Robert Laird)
14. 09:09 AM - Re: Re: Propeller Information... (Richard Pike)
15. 10:42 AM - Re: Re: Propeller Information... (John Hauck)
Message 1
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| Subject: | Re: Propeller Information... |
David Lehman wrote:
> I'm running a Tennessee 66x34 prop on my original Firestar with a 503DCDI...
It's like flying around in first gear... I think that the 66" is OK, but I must
need more bite (pitch)... Anyone running something similar that can give me
some pitch advice?...
I've used a Powerfin 66 inch two blade prop on my FS2 quite successfully. I pitched
it for 6300 RPM maximum static. You will gain about 200 RPM at climb speed,
and if you take the aircraft to red line airspeed, you will see 6600-6700
RPM maximum, all below the engine red line of 6800 RPM.
At density altitudes near 1,000 feet, I can throttle back to 4900 RPM and maintain
about 45 mph IAS. At 60 mph cruise, it takes 5,600 RPM to maintain. An original
FS is lighter, and should take less RPM for the same speeds.
--------
Dave Bigelow
Kamuela, Hawaii
FS2, HKS 700E
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=82186#82186
Message 2
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russ kinne wrote:
> In re recent talk about tie-down ropes -- this may be more academic
> than practical, but there have been recent MAJOR changes in cordage
> (ropes, strings, cables, whatever) that may interest the List.
> I just researched this subject for a boating magazine, and found that
> the new synthetics are nothing short of amazing.
> We all know nylon & dacron & polyester -- but the latter is very
> seriously weakened by UV; sunlight. Dont trust it.
> There are a lot of new fibers now, and some are FIFTEEN times stronger
> than steel. A half-inch rope will theoretically hold TEN TONS! (but
> dont stand under it)
> But theyre all different. Some are stretchy (we dont want that) or
> very non-stretchy. Most are UV - sensitive and must be protected from
> sunlight by a woven cover of nylon or dacron. No big deal.
> The fibers named SPECTRA or DYNEEMA are reportedly the strongest
> fibers ever created. Others are brait, vectran, lycra, twaron, PEN,
> PBO, zylon, technora and others. All with different specs.
> The bottom line is that there are some VERY strong ropes available
> now. But of course theres a price. As Ive said, most of them are UV
> sensitive and should be protected. None of them like being knotted
> very much; use splices and fittings whenever possible. And of course
> theyre expensive -- but you wont need a lot for your tie-down ropes.
> And an adequately=strong rope may be too thin to grab hold of and haul on.
> The best place to find them is in marine stores like West Products, or
> if by any chance you have access to a local sailmaker, pay them a
> visit and ask some questions.
> And bring your checkbook; something may be irrestible.
> Russ K
Finding something that's uv-proof is a good idea, but super strength
isn't likely to do much good beyond regular ropes. I lost a Thorp T-18
to wind in Oklahoma about 14 years ago in a storm that destroyed over 20
other planes. Many of the certified planes (Cessnas, Pipers, etc) left
their ropes at the tiedowns when the tiedown rings ripped out of the
wing structures.
Charlie
Message 3
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| Subject: | Re: Propeller Information... |
I agree with John, Going to a smaller dia prop on the US would degrade
performance. I have a 3 blade ultraprop on my US UL202, Can't fold the
wings with a 3 blade and the only advantage I see is a little less noise.
If you don't bend the gear the prop won't hit the ground.
Dan Walter
Palmyra, PA.
Do Not Archive
----- Original Message -----
From: "Dana Hague" <d-m-hague@comcast.net>
Sent: Sunday, December 17, 2006 6:59 PM
Subject: Re: Kolb-List: Propeller Information...
>
> All this talk of props... My Ultrastar has what I assume is the original
> 2-blade wood prop on the Cuyuna engine... > -Dana
Message 4
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At 09:55 PM 12/17/2006, Charlie England wrote:
>
>russ kinne wrote:
>>We all know nylon & dacron & polyester -- but the latter is very
>>seriously weakened by UV; sunlight. Don't trust it.
>>There are a lot of new fibers now, and some are FIFTEEN times stronger
>>than steel...
>>The fibers named SPECTRA or DYNEEMA are reportedly the strongest fibers
>>ever created. Others are brait, vectran, lycra, twaron, PEN, PBO, zylon,
>>technora and others. All with different specs....
FWIW, Dacron, Lycra and polyester are the same thing (Darcon and Lycra are
trade names). Spectra and Dyneema are two trade names for ultra high
molecular weight (UHMW) polyethylene. Kevlar, Twaron, and Technora are
aramids, with Technora being slightly stretchier than the other two. The
liquid crystal polymers include PBO and Zylon (same thing) and
Vectran. Most of these are available with a woven cover to protect the
core fibers from UV.
None are "15X stronger than steel" overall, but the strength to weight
ratio is much higher than steel.
You do want some stretch; an aircraft rocking against a rigid tiedown (e.g.
chain) can hammer itself to death.
>Finding something that's uv-proof is a good idea, but super strength isn't
>likely to do much good beyond regular ropes. I lost a Thorp T-18 to wind
>in Oklahoma about 14 years ago in a storm that destroyed over 20 other
>planes. Many of the certified planes (Cessnas, Pipers, etc) left their
>ropes at the tiedowns when the tiedown rings ripped out of the wing structures.
When I had a T-Craft I wrapped the tiedown ropes around the wing strut,
using the ring only as a guide... and I bought good nylon rope, replacing
it every two years. I once had a girlfriend with her own T-Craft; some
years later she lost the plane in a windstorm when the ropes broke (cheap
rope, AND she hadn't bothered to replace them).
-Dana
--
--
I do not feel obliged to believe that the same God who endowed us with
sense, reason and intellect has intended us to forgo their use. -- Galileo
Galilei
Message 5
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| Subject: | Re: Propeller Information... |
At 06:51 AM 12/18/2006, DANIEL WALTER wrote:
>I agree with John, Going to a smaller dia prop on the US would degrade
>performance. I have a 3 blade ultraprop on my US UL202, Can't fold the
>wings with a 3 blade and the only advantage I see is a little less noise.
>If you don't bend the gear the prop won't hit the ground.
Ah, you're right, I had forgotten about wing folding. I was less concerned
about the prop hitting the ground than grass cutting. Our airport closes
in two weeks, not sure what kind of field I'll be flying from next year.
-Dana
--
--
I do not feel obliged to believe that the same God who endowed us with
sense, reason and intellect has intended us to forgo their use. -- Galileo
Galilei
Message 6
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| Subject: | Headset feature question: ANR |
Okay, on the basis that the only dumb question is the one unasked, here
goes...
When talking headsets, I know that ANR means Automatic Noise Reduction. But
does that mean it reduces the noise I hear or the noise I transmit?
-Ken Fackler
Kolb Mark II / A722KWF
Rochester MI
Message 7
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| Subject: | Re: Propeller Information... |
You will gain about 200 RPM at climb speed, and if you take the
aircraft to red line airspeed, you will see 6600-6700 RPM maximum, all
below the engine red line of 6800 RPM.
|
| Dave Bigelow
Morning Dave:
6,800 rpm is max for 5 minutes, similar to military power. 6,500 rpm
is max continuous. I prop for max continuous unless I have an in
flight adjustable prop.
john h
mkIII
Message 8
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Leaving an airplane outside, even tied down, makes me nervous, and
I did it myself a long time ago. A shelter also needs some protection.
I built my open front, steel pole shed 30 years ago for about $800.
The main winds hit at a rear quarter and have to encounter an earthern
berm first which helps ramp them up and over. The ramp is hidden
within a fencerow thicket.
On a windy day scarcely a breeze can be felt standing outside the open
front.
BB do not archive
On 17, Dec 2006, at 9:55 PM, Charlie England wrote:
> <ceengland@bellsouth.net>
>
> russ kinne wrote:
>
>> In re recent talk about tie-down ropes -- this may be more academic
>> than practical, but there have been recent MAJOR changes in cordage
>> (ropes, strings, cables, whatever) that may interest the List.
>> I just researched this subject for a boating magazine, and found that
>> the new synthetics are nothing short of amazing.
>> We all know nylon & dacron & polyester -- but the latter is very
>> seriously weakened by UV; sunlight. Dont trust it.
>> There are a lot of new fibers now, and some are FIFTEEN times
>> stronger than steel. A half-inch rope will theoretically hold TEN
>> TONS! (but dont stand under it)
>> But theyre all different. Some are stretchy (we dont want that) or
>> very non-stretchy. Most are UV - sensitive and must be protected from
>> sunlight by a woven cover of nylon or dacron. No big deal.
>> The fibers named SPECTRA or DYNEEMA are reportedly the strongest
>> fibers ever created. Others are brait, vectran, lycra, twaron, PEN,
>> PBO, zylon, technora and others. All with different specs.
>> The bottom line is that there are some VERY strong ropes available
>> now. But of course theres a price. As Ive said, most of them are UV
>> sensitive and should be protected. None of them like being knotted
>> very much; use splices and fittings whenever possible. And of course
>> theyre expensive -- but you wont need a lot for your tie-down
>> ropes. And an adequately=strong rope may be too thin to grab hold of
>> and haul on.
>> The best place to find them is in marine stores like West Products,
>> or if by any chance you have access to a local sailmaker, pay them a
>> visit and ask some questions. And bring your checkbook; something may
>> be irrestible.
>> Russ K
>
>
> Finding something that's uv-proof is a good idea, but super strength
> isn't likely to do much good beyond regular ropes. I lost a Thorp T-18
> to wind in Oklahoma about 14 years ago in a storm that destroyed over
> 20 other planes. Many of the certified planes (Cessnas, Pipers, etc)
> left their ropes at the tiedowns when the tiedown rings ripped out of
> the wing structures.
>
> Charlie
>
>
Message 9
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| Subject: | Re: Propeller Information... |
Richard Pike wrote:
> Yep. Replace it with a 66" Ivo 2 blade.
>
> Richard Pike
> MKIII N420P (420ldPoops)
> dna
>
>
Richard,
Would you like to expand on that advice? I have been flying in front of
a Tennessee 66" x 30 wood prop on my FireFly with a 447 since it's birth
in "97" and have found it to be the ideal prop in many ways! I did
alter the tips as I had posted before to reduce noise, but it didn't
have an adverse effect on performance, just the opposite! A friend of
mine has a FireFly with an IVO which I borrowed for a short time, didn't
find any improvement in performance at all.
Terry - FireFly #95
Message 10
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| Subject: | Re: Propeller Information... |
There is also a side effect of propping for max continuous rather than max
for 5 minutes rpm. In my experience, if you prop for 6800 rpm, the engine is
a quite a bit underpropped and the EGT's tend to run high at cruise. But as
you begin to crank in pitch for a lower max rpm, they will stabilize. That
turns out in my case to be a max rpm of 6400 - 6450 at full throttle in
level flight, which is within spitting range of the rule of thumb.
Richard Pike
MKIII N420P (420ldPoops)
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Monday, December 18, 2006 9:00 AM
Subject: Re: Kolb-List: Re: Propeller Information...
>
>
> You will gain about 200 RPM at climb speed, and if you take the
> aircraft to red line airspeed, you will see 6600-6700 RPM maximum, all
> below the engine red line of 6800 RPM.
>
> Morning Dave:
>
> 6,800 rpm is max for 5 minutes, similar to military power. 6,500 rpm
> is max continuous. I prop for max continuous unless I have an in
> flight adjustable prop.
>
> john h
> mkIII
>
>
>
Message 11
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| Subject: | Re: Propeller Information... |
In my experience, if you prop for 6800 rpm, the engine is
| a quite a bit underpropped and the EGT's tend to run high at cruise.
But as
| you begin to crank in pitch for a lower max rpm, they will
stabilize. That
| turns out in my case to be a max rpm of 6400 - 6450 at full throttle
in
| level flight, which is within spitting range of the rule of thumb.
|
| Richard Pike
Richard:
How many folks have you seen chase their tails trying to get their two
strokes dialed in correctly: changing jets and spark plug heat
ranges?
Seems the engineers that make their living designing and setting up
two strokes usually know what they are doing when it comes to jets and
spark plugs. If we prop to the engine and aircraft the EGT's will be
in the green, normally, unless there are some really extreme temps we
are attempting to fly in.
john h
mkIII
Message 12
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| Subject: | Re: Headset feature question: ANR |
Ken
The ANR stands for Active Noise Reduction as apposed to Passive Noise
Reduction. I also see it listed some times as ENR for Electronic Noise
reduction. The specifications usually add ANR and PNR together for their
rating. The ANR samples noise inside the head phone and creates a negative
sound wave that reduces the sound heard by the ear. Most good headsets also
have noise canceling microphones that reduce the noise that is transmitted
but that is a different headphone specification.
I have a ANR system sold by Headsets Inc. that I retro fitted to my old
headphones.
Congratulation on the Sport Pilot license
Hope that helps
Rick Neilsen
Redrive VW powered MKIIIc
----- Original Message -----
From: <kfackler@ameritech.net>
Sent: Monday, December 18, 2006 8:09 AM
Subject: Kolb-List: Headset feature question: ANR
>
> Okay, on the basis that the only dumb question is the one unasked, here
> goes...
>
> When talking headsets, I know that ANR means Automatic Noise Reduction.
> But
> does that mean it reduces the noise I hear or the noise I transmit?
>
> -Ken Fackler
> Kolb Mark II / A722KWF
> Rochester MI
>
>
>
Message 13
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| Subject: | Re: Headset feature question: ANR |
ANR suppresses the noise you hear.
On 12/18/06, kfackler@ameritech.net <kfackler@ameritech.net> wrote:
> When talking headsets, I know that ANR means Automatic Noise Reduction. But
> does that mean it reduces the noise I hear or the noise I transmit?
Message 14
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| Subject: | Re: Propeller Information... |
I have seen way too many folks chasing their tails by changing jets and
spark plug heat ranges when the real problem was having the engine
incorrectly propped. I don't remember saying anything about changing jets or
plugs, I run exactly the jets and plugs that Rotax calls for and encourage
anyone else to do the same, because if your EGT or CHT numbers are too high
or too low, or fluctuate, then you have either an engine problem or it is
propped incorrectly, not jetted wrong.
If an engine is underpropped and over revs, the EGT's will be too high and
probably fluctuate at different throttle settings. If it is overpropped and
fails to reach proper RPM, the EGT's will be too low, the CHT's will
probably be too high plus you will probably experience other problems. More
details on prop loads and jetting here:
http://www.bcchapel.org/pages/0003/pg11.htm
Maybe I am missing something, but I think that what I described in my
earlier post was how to adjust the prop to the engine and the aircraft, and
when you get it right, your EGT's will not fluctuate all over the place and
you will get good performance. With stock jets and plugs.
If I adjust my prop to hit 6500-6600 rpm at full throttle in level flight,
my EGT's will spike to 1150-1175 at cruise. With stock jets and plugs. And I
will be running higher rpm's at cruise than necessary. Propped to reach 6450
full throttle, level flight, gives me an EGT that stays between 1050-1100,
and an engine that gives me excellent performance at all RPM's.
Will that work for everybody? Who knows? However, since adjusting the pitch
on an Ivo takes all of about 20 seconds, and the next flight will show if
the adjustment was a good idea or not, it seems to me kind of like feeding
crackers to a dead man - it sure ain't gonna' hurt nothin'.
Merry Christmas and Tailwinds to you and yours,
Richard Pike
MKIII N420P (420ldPoops)
dna
----- Original Message -----
From: "John Hauck" <jhauck@elmore.rr.com>
Sent: Monday, December 18, 2006 10:26 AM
Subject: Re: Kolb-List: Re: Propeller Information...
>
> In my experience, if you prop for 6800 rpm, the engine is
> But as
> stabilize. That
> in
>
>
> Richard:
>
> How many folks have you seen chase their tails trying to get their two
> strokes dialed in correctly: changing jets and spark plug heat
> ranges?
>
> Seems the engineers that make their living designing and setting up
> two strokes usually know what they are doing when it comes to jets and
> spark plugs. If we prop to the engine and aircraft the EGT's will be
> in the green, normally, unless there are some really extreme temps we
> are attempting to fly in.
>
> john h
> mkIII
>
>
>
Message 15
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| Subject: | Re: Propeller Information... |
my
| earlier post was how to adjust the prop to the engine and the
aircraft, and
| when you get it right, your EGT's will not fluctuate all over the
place and
| you will get good performance. With stock jets and plugs.
Hi Richard:
Was attempting to address those that may not be aware of proper method
of setting up an engine, aircraft, and prop combo. I know you know
how to do it.
john h
mkIII
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