Today's Message Index:
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0. 04:24 AM - Please Make a Contribution to Support Your Lists... (Matt Dralle)
1. 05:44 AM - HKS Exhaust (Richard Girard)
2. 08:02 AM - Re: HKS Exhaust (Richard Girard)
3. 09:56 AM - Re: HKS Exhaust (Bill Berle)
4. 07:30 PM - Re: HKS Exhaust (Richard Pike)
5. 08:32 PM - Setback (Bill Berle)
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| Subject: | Please Make a Contribution to Support Your Lists... |
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Message 1
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Bill, Something got me thinking last night after I wrote to you about my
experience with props on a completely non prop notion. I went digging in my
HKS file and found what I was looking for.
Measure your exhaust from exhaust port to the join (collector) of the two
pipes. This distance should be 500 mm (~19.68"). If it's more or less than
that there's your problem. This distance was shared by the HKS importer
with a fellow on the HKS forum. Contact Mark Bierle at Earth Aircraft for
advice, too. He's done a lot of research into HKS exhaust pipes working
correctly. You could also try and find a mechanic with a tailpipe sniffer
to see what the compounds in your engine's exhaust pipe are. My guess is
that a lot of the engines intake charge is either being blocked by a
reflected wave or being over scavenged by that wave. With math calculations
that would make my head hurt you could also determine when that wave
arrives relative to the crankshaft rotation and valve timing.
Rick
--
=9CBlessed are the cracked, for they shall let in the light.=9D
Groucho Marx
<http://www.goodreads.com/author/show/43244.Groucho_Marx>
Message 2
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Here's the original post;
"We contacted HKS in Japan about exhaust system requirements and received a
reply back from an HKS engineer. He said the headers need to merge at 500mm
for proper scavenging and the length after the merge was not critical
though he noted that installations with excessively long pipes after the
merge had experienced rough idling issues. As far as individual headers
with no merge, there was an HKS on a Skyraider at OshKosh years ago that
had independent headers going to super trapp mufflers. They had a difficult
time getting the engine to run well and it was way off on power. Jim routed
my exhaust tubes to merge as close to 500mm as room would allow in the
cowling and my engine runs fantastic. Right after the merge he rolled a
simple muffler can with no baffles and its pretty quiet."
Rick
On Wed, Nov 21, 2018 at 7:46 AM Richard Girard <aslsa.rng@gmail.com> wrote:
> Bill, Something got me thinking last night after I wrote to you about my
> experience with props on a completely non prop notion. I went digging in
my
> HKS file and found what I was looking for.
> Measure your exhaust from exhaust port to the join (collector) of the two
> pipes. This distance should be 500 mm (~19.68"). If it's more or less tha
n
> that there's your problem. This distance was shared by the HKS importer
> with a fellow on the HKS forum. Contact Mark Bierle at Earth Aircraft for
> advice, too. He's done a lot of research into HKS exhaust pipes working
> correctly. You could also try and find a mechanic with a tailpipe sniffer
> to see what the compounds in your engine's exhaust pipe are. My guess is
> that a lot of the engines intake charge is either being blocked by a
> reflected wave or being over scavenged by that wave. With math calculatio
ns
> that would make my head hurt you could also determine when that wave
> arrives relative to the crankshaft rotation and valve timing.
>
> Rick
>
> --
> =9CBlessed are the cracked, for they shall let in the light.
=9D Groucho Marx
> <http://www.goodreads.com/author/show/43244.Groucho_Marx>
>
>
--
=9CBlessed are the cracked, for they shall let in the light.=9D
Groucho Marx
<http://www.goodreads.com/author/show/43244.Groucho_Marx>
Message 3
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Well, now Rick we may be on to something. Jerry Olenik sent me an e-mail a coupld
of years ago that said he THOUGHT he remembered the distance should be 24 inches,
and that is what we built my exhaust to. I will measure it again today
to be sure that it is 24 inches.
The whole "exhaust thing" with me started because I could not install the stock
OEM system on my Kolb without it hitting the wings as they fold.Otherwise I would
have installed the OEM system and been done with it years ago.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Wed, 11/21/18, Richard Girard <aslsa.rng@gmail.com> wrote:
Subject: Re: Kolb-List: HKS Exhaust
To: "kolb-list@matronics.com" <kolb-list@matronics.com>
Date: Wednesday, November 21, 2018, 8:00 AM
Here's
the original post;"We
contacted HKS in Japan about exhaust system requirements and
received a reply back from an HKS engineer. He said the
headers need to merge at 500mm for proper scavenging and the
length after the merge was not critical though he noted that
installations with excessively long pipes after the merge
had experienced rough idling issues. As far as individual
headers with no merge, there was an HKS on a Skyraider at
OshKosh years ago that had independent headers going to
super trapp mufflers. They had a difficult time getting the
engine to run well and it was way off on power. Jim routed
my exhaust tubes to merge as close to 500mm as room would
allow in the cowling and my engine runs fantastic. Right
after the merge he rolled a simple muffler can with no
baffles and its pretty quiet."
Rick
On Wed, Nov
21, 2018 at 7:46 AM Richard Girard <aslsa.rng@gmail.com>
wrote:
Bill, Something got me thinking last night after I
wrote to you about my experience with props on a completely
non prop notion. I went digging in my HKS file and found
what I was looking for.Measure your exhaust from
exhaust port to the join (collector) of the two pipes. This
distance should be 500 mm (~19.68"). If it's more
or less than that there's your problem. This distance
was shared by the HKS importer with a fellow on the HKS
forum. Contact Mark Bierle at Earth Aircraft for advice,
too. He's done a lot of research into HKS exhaust pipes
working correctly. You could also try and find a mechanic
with a tailpipe sniffer to see what the compounds in your
engine's exhaust pipe are. My guess is that a lot of the
engines intake charge is either being blocked by a reflected
wave or being over scavenged by that wave. With math
calculations that would make my head hurt you could also
determine when that wave arrives relative to the crankshaft
rotation and valve timing.
Rick
--
Blessed are
the cracked, for they shall let in the light. Groucho
Marx
--
Blessed are
the cracked, for they shall let in the light. Groucho
Marx
Message 4
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The exhaust thing is pretty important. When I modified the exhaust on the 277 for
the FF, I found a tapered cone from a hot rod shop that allowed me to approximate
the distance/taper described in an old LEAF catalog for the 277 exhaust.
So I made it to what I thought was the right length.
Makes good power, but it will not settle down at a constant throttle setting between
4700 and 5300 rpm. it will slowly speed up or slow down, but never constant.
David redid all the math and the taper was perfect but I had made it 9/8"
too long. Duh.
Another project. Be redoing it soon.
But yeah - I think you may have hit on something.
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kolb Firefly Part 103 legal (Redoing the Firefly windshield)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=485495#485495
Message 5
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I did another test flight today, and adjusting the pitch on the propeller 2 degrees
was making a difference. Same short takeoff roll, but the aircraft climbed
significantly better, now twice the angle/rate that it had done on the previous
flight.
I am now convinced that the propeller I have is not the correct prop for this installation.
I spoke to the people at Air-Creation trikes today, who have sold
and flown with this brand of propeller, and they told me that the Arplast propellers
were specifically designed for weight shift trikes as opposed to airplanes.
The trikes usually have a lower speed range, and so the twist ratios of
the propeller have probably been optimized for that. That would explain a LOT.
So just as I was starting to figure out that this airframe was good, and the engine
was not broken, and it may well be this strange French propeller behind most
of the problems... I ran into a problem that I cannot solve.
Today I flew during the time of day the control tower was operating, for the second
time. Even on a day that was not busy, my 50 MPH airplane was causing traffic
separation issues, making the control tower get other people out of the way,
and making me get out of other people's way. Several of the comments on the
radio by the tower and my fellow pilots made me realize that this slow airplane
is not going to be welcome at this airport for very long. If this had been
a busy Saturday the tower would have requested that I stop flying for air traffic
safety. I would not be able to blame them,a nd the FAA will stand behind
the tower controllers 100% on this type of issue.
So the primary reason for my having bought and worked on this airplane (having
a fun little bush plane that is based here in my existing hangar/airport) is now
not going to be do-able. I have put the Firestar and the HKS engine up for
sale separately, since I cannot legitimately claim that it has all the bugs worked
out as a finished flying airplane.
The Firestar has been set up as a single seat LSA sportplane, with extended "bush"
gear legs (from a Kolb Slingshot), hydraulic heel brakes, and the Kolb upgrade
tailwheel. The airframe has a 14 gallon fuel tank in the "rear seat" area,
but there have been no modifications to the airframe that would prevent it from
being taken back to being a two-seat Firestar. It has good fabric, and is
in above average condition. It has an Odyssey battery system with a custom built
electrical/switch panel, an aircraft gascolator/fuel strainer, and master fuel
shutoff valve. Vortex Generators on the wings and tail, stall speed in level
flight 2000 feet MSL indicated 29 MPH. Custom built wing folding stand, aluminum
center section cover. I had fabricated short extensions for the front stabilizer
mount as discussed on this list, but those exteenders will be removed
and the stabilizer returned to the original mounting position before sale. I
put it on Barnstormers if any Kolbers are interested.
HKS engine for sale separately, also on Barnstormers. Because of the difficulties
matching a propeller to the 3.47 gearbox on this airframe, it is my opinion
that this particular engine and this airframe "do not go together" well. This
would be an ideal engine if it had the 2.58 gearbox like Larry C has, but unfortunately
as we all have found out the 3.47 box causes a lot of problems with
the Kolb. This engine is ideal for an Airbike or Legal Eagle or something.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Wed, 11/21/18, Richard Girard <aslsa.rng@gmail.com> wrote:
Subject: Re: Kolb-List: HKS Exhaust
To: "kolb-list@matronics.com" <kolb-list@matronics.com>
Date: Wednesday, November 21, 2018, 8:00 AM
Here's
the original post;"We
contacted HKS in Japan about exhaust system requirements and
received a reply back from an HKS engineer. He said the
headers need to merge at 500mm for proper scavenging and the
length after the merge was not critical though he noted that
installations with excessively long pipes after the merge
had experienced rough idling issues. As far as individual
headers with no merge, there was an HKS on a Skyraider at
OshKosh years ago that had independent headers going to
super trapp mufflers. They had a difficult time getting the
engine to run well and it was way off on power. Jim routed
my exhaust tubes to merge as close to 500mm as room would
allow in the cowling and my engine runs fantastic. Right
after the merge he rolled a simple muffler can with no
baffles and its pretty quiet."
Rick
On Wed, Nov
21, 2018 at 7:46 AM Richard Girard <aslsa.rng@gmail.com>
wrote:
Bill, Something got me thinking last night after I
wrote to you about my experience with props on a completely
non prop notion. I went digging in my HKS file and found
what I was looking for.Measure your exhaust from
exhaust port to the join (collector) of the two pipes. This
distance should be 500 mm (~19.68"). If it's more
or less than that there's your problem. This distance
was shared by the HKS importer with a fellow on the HKS
forum. Contact Mark Bierle at Earth Aircraft for advice,
too. He's done a lot of research into HKS exhaust pipes
working correctly. You could also try and find a mechanic
with a tailpipe sniffer to see what the compounds in your
engine's exhaust pipe are. My guess is that a lot of the
engines intake charge is either being blocked by a reflected
wave or being over scavenged by that wave. With math
calculations that would make my head hurt you could also
determine when that wave arrives relative to the crankshaft
rotation and valve timing.
Rick
--
Blessed are
the cracked, for they shall let in the light. Groucho
Marx
--
Blessed are
the cracked, for they shall let in the light. Groucho
Marx
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