Today's Message Index:
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0. 12:20 AM - Please Make A Contribution To Support Your Lists (Matt Dralle)
1. 04:46 AM - Re: Slingshot thrust line/angle/HKS (McCarthy Tom)
2. 05:09 AM - Re: 4 blade prop - Rick Girard (McCarthy Tom)
3. 08:06 AM - 4 blades to 2 (Richard Girard)
4. 08:40 AM - Re: 4 blades to 2 (robert bean)
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Subject: | Please Make A Contribution To Support Your Lists |
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Message 1
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Subject: | Re: Slingshot thrust line/angle/HKS |
I have turned the
gear box down, added more height to the rear mount bringing it up
about
1 1/2" total, so the thrust line is parallel to the flight line,
and
the 68" 3 blade Warp prop is about 3/4" from the boom tube. The
result
is very nice. I will report the actual numbers when I confirm
with a
GPS. Early numbers are 4800rpm, cruise at 55mph, 5800rpm, cruise
at
80mph, with climb 700fpm, with only slight back pressure through
out the
power range(no trim tab yet)
Tom McCarthy
N514 TM Zenith 601HD
N414 TM Kolb Firestar
N863 GB Kolb Slingshot
I wanted to report back to the list regarding this post.
After finally solving my high EGT temp problems by blocking the ram air
effect on Bings, I found after several hours of flight that slow cruise
occurs at 4650 rpm giving 53 mph, and at the max continuous (5800 as per
HKS) nets 84 mph. The best overall cruise occurs at 75 mph at 5300 rpm,
where as the motor is very quiet and airframe is just cutting through
the air with little resistance. I had a chance to do some short field
work, and found that to be the weak link. Climb is just not what I
expected. I have called Daryl at Warp to talk over the numbers, and he
tells me that a 72" pitched down will out perform the 68" on there now
with much better climb, without losing any top end, so I took the blades
off and sent them in. The owner of the prop (quicksilver/ HKS) needs a
72" anyway so I have nothing to lose but my time.
I hope to have the time to continue testing this fall, I will post the
numbers if I do. All the numbers I posted above are true air speed
accounting for winds and using a gps, however the air temp was around 50
most of the time. I did not post a rate of climb, as I do not trust the
VSI on board, it indicates 500-700, but I don't believe it.
Tom McCarthy
N514 TM Zenith 601HD
N414 TM Kolb Firestar
N863 GB Kolb Slingshot
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Subject: | Re: 4 blade prop - Rick Girard |
Jim,
The last email I sent you last week was returned with a "comcast
returned for spam". You may want to adjust your filter. I'll attach it
to the bottom of this post so you can read it.
First of all, I want to say I have never flown a Firestar 2, so I cannot
give any qualified advise. If it were my plane, with a HKS/2.58
gearbox, I would think about calling Daryl at Warp and see if he thinks
a 2 or 3 blade 68" might make a difference in your performance. I'm not
sure if you have the clearance, but a simple 1" round aluminum shim
between the motor and mount would fix that, or even simpler if you have
deep rubber mounts, they can be turned 180 degrees to gain an extra
inch.
Tom McCarthy
N514 TM Zenith 601HD
N414 TM Kolb Firestar
N863 GB Kolb Slingshot
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From: McCarthy Tom <mccarthy@jefnet.com>
Subject: Re: HKS & Kolbs
JIm,
Thanks again for the pic's. I was hoping you had a shot of all the
plumbing close up to compare to my installation. The oil tank is
mounted right behind the passenger seat, up high enough to easily get to
the drain plug and empty. I think I finally solved my temp problems.
In the typical HKS install, the giant muffler sits directly in front of
the air filters, but on mine, I ran the muffler down the back of the
fuse in front of the prop. I now know that the ram air effect causes
the slides in the carb's to do crazy things. I made up air deflectors
in the air filters and just like that, my EGT's are in the 1250 range.
Yesterday the air temp was around 55, and I had the radiator blocked
about 2/3 with oil temps around 200, and my CHT's were around 320-330,
(which still seems too high). I'm planning on putting several hours on
it today and wring it out some.
If I ever do make it down to the Houston area, I will let you know. I
had planned to take my Zenith down the last two years, but never could
get time off when my friend was available, so I might actually take a
commercial flight. If I do fly, what airport close to Fulshear would
you recommend that I could tie down at? I should mention that I have no
transponder, so I need to stay out of Houston airspace.
Thanks again,
Tom
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I just couldn't put Zulu Delta away for the winter after the unsuccessful
experiment with 4 blade Power Fin without trying it as a 2 blade. Just a
little bit of work to remove 2 blades and reassemble, so why not. If nothing
else it will keep me from having to drain so much fuel from the tanks when I
do finally put her up on blocks.
Anyway, it took three tries to crank enough pitch back into the prop for a
total of over 3 degrees change from 4 blade to 2, and I was still a little
off in that the engine can turn 6200 RPM at WOT. I prefer the low end of the
RPM / peak HP curve with the engine turning 5900 to 6000 RPM, but
interpolating from the performance I got from the last setting it would be a
push to find the difference between the 3 blade WD and the PF with 2. Add
the smoothness that the 3 blade provides and the nod goes to the WD.
There was quite the wind shear this morning even at 7:30 a.m. I got 18 to 20
mph ground speed going into the wind and 103 to 106 downwind. This at only
1000' when Weather Underground and the field wind sock were reporting wind
at the surface at 14 to 16.
It all made for a fun approach. I held on to my altitude right to the runway
threshold, pulled the throttle back to idle and kept the ASI at 50. I landed
not quite half way down the runway. Kind of interesting holding the airplane
in an almost level attitude while coming down on an approach angle of 45
degrees. I don't think I rolled 80 feet after touchdown before I had to add
throttle to keep the plane moving forward.
Rick Girard
--
Zulu Delta
Kolb Mk IIIC
582 Gray head
4.00 C gearbox
3 blade WD
Thanks, Homer GBYM
It is not bigotry to be certain we are right; but it is bigotry to be unable
to imagine how we might possibly have gone wrong.
- G.K. Chesterton
Message 4
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Subject: | Re: 4 blades to 2 |
Rick, I went through a similar experiment: WD vs Powerfin. I ended up
with parts for four props, 2 & 3 blade 70" WD,
2 & 3 blade 65" PF. The first on the plane, even before it was legal,
was the 3 blade WD. I soon found that was too much prop.
Next was the 3 blade PF which worked ok but seemed to lock you into a
narrow speed band. Then I tried two blades on the PF
and that was insufficient prop for the engine. Last was two blade WD
and I doubt more performance could be coaxed out of the suzuki than that
setup.
As a plus I have backup equipment should I ding one and something to
hang on the wall.
BB
parked for the winter.
BTW, my "rum rum" phenomenon seems to have gone away. Either hearing
loss (quite possible as I have reverse slope loss in one ear
and normal geezer loss in the other) -or a new, different brand cog
belt run at more tension.
On 7, Nov 2010, at 11:04 AM, Richard Girard wrote:
> I just couldn't put Zulu Delta away for the winter after the
unsuccessful experiment with 4 blade Power Fin without trying it as a 2
blade. Just a little bit of work to remove 2 blades and reassemble, so
why not. If nothing else it will keep me from having to drain so much
fuel from the tanks when I do finally put her up on blocks.
> Anyway, it took three tries to crank enough pitch back into the prop
for a total of over 3 degrees change from 4 blade to 2, and I was still
a little off in that the engine can turn 6200 RPM at WOT. I prefer the
low end of the RPM / peak HP curve with the engine turning 5900 to 6000
RPM, but interpolating from the performance I got from the last setting
it would be a push to find the difference between the 3 blade WD and the
PF with 2. Add the smoothness that the 3 blade provides and the nod goes
to the WD.
> There was quite the wind shear this morning even at 7:30 a.m. I got 18
to 20 mph ground speed going into the wind and 103 to 106 downwind. This
at only 1000' when Weather Underground and the field wind sock were
reporting wind at the surface at 14 to 16.
> It all made for a fun approach. I held on to my altitude right to the
runway threshold, pulled the throttle back to idle and kept the ASI at
50. I landed not quite half way down the runway. Kind of interesting
holding the airplane in an almost level attitude while coming down on an
approach angle of 45 degrees. I don't think I rolled 80 feet after
touchdown before I had to add throttle to keep the plane moving forward.
>
> Rick Girard
>
> --
> Zulu Delta
> Kolb Mk IIIC
> 582 Gray head
> 4.00 C gearbox
> 3 blade WD
> Thanks, Homer GBYM
>
> It is not bigotry to be certain we are right; but it is bigotry to be
unable to imagine how we might possibly have gone wrong.
> - G.K. Chesterton
>
>
>
>
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