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FIRESTARII

Joined: 24 Aug 2011
Posts: 32

Posted: Tue Sep 13, 2011 5:49 pm Post subject: New FireStar II Owner

   Hello everybody,  My name is Seth Miller I live in Ohio just south of Medina.  I recently purchased "GoTime's" FSII airplane.  To date I have logged a little over 40 hours in the airplane and thats in less than a month of ownership!  I have flown many, many different airplanes and have logged a little over 9800 hours.  I currently hold a first class medical, an ATP with a type in the EMB-145, an ME-CFII and all the other ratings that go alone with that!  The FSII by far the most fun, easiest to fly, and rewarding aircraft I have flown to date.   Since my purchase I have installed new much larger tires in order to get in and out of my meager 600' strip at my farm in southern Ohio.  I also installed the Stol Speed VG's and the difference, although not "profound", is noticeable and significant and I would recommend them to any Kolb owner.  The low speed handling and feel was dramatically improved and the stall, although alrealy mild became a very predictable "mush", both power on and off.   The reason for my post is the airplane is equipped with the 3 blade IVO quick adjust prop and, because I am spoiled, I want an in-flight, constant speed, adjustable prop.  IVO offers this but only at a steep price.  I am curious if any body has had experience with this set up and weather or not its worth the weight and complexity penalty.  As far as flight conditions go I almost always have one of my two boys with me or my "Hot Wife"(who, surprisingly absolutely loves the airplane) so I fly fairly heavy off an otherwise very short strip.  The prop, not sure of the actual pitch, is set with a max static RPM of 6800 so its pure TO/CLIMB and cruise suffers some what.  I would like a happy medium and/or that adjustable/constant speed retro fit that IVO offers.  Any input/advise would really be appreciated.  Thanks everybody and I really enjoy all your post(religious or not) the information really helped me after the purchase of my airplane.

_________________
Low and Slow FireStar II

herbgh(at)nctc.com
Guest

Posted: Tue Sep 13, 2011 6:10 pm Post subject: New FireStar II Owner

I have a three blade in air adjustable ivo...for 503 and 582...Half 

price...Herb

At 08:49 PM 9/13/2011, you wrote:

 	  Quote: 	
		  



   Hello everybody,  My name is Seth Miller I live in Ohio just 

south of Medina.  I recently purchased "GoTime's" FSII airplane.  To 

date I have logged a little over 40 hours in the airplane and thats 

in less than a month of ownership!  I have flown many, many 

different airplanes and have logged a little over 9800 hours.  I 

currently hold a first class medical, an ATP with a type in the 

EMB-145, an ME-CFII and all the other ratings that go alone with 

that!  The FSII by far the most fun, easiest to fly, and rewarding 

aircraft I have flown to date.   Since my purchase I have installed 

new much larger tires in order to get in and out of my meager 600' 

strip at my farm in southern Ohio.  I also installed the Stol Speed 

VG's and the difference, although not "profound", is noticeable and 

significant and I would recommend them to any Kolb owner.  The low 

speed handling and feel was dramatically improved and the stall, 

although alrealy mild became a very predictable "mush", both p!

  ower on and off.   The reason for my post is the airplane is 

 equipped with the 3 blade IVO quick adjust prop and, because I am 

 spoiled, I want an in-flight, constant speed, adjustable prop.  IVO 

 offers this but only at a steep price.  I am curious if any body 

 has had experience with this set up and weather or not its worth 

 the weight and complexity penalty.  As far as flight conditions go 

 I almost always have one of my two boys with me or my "Hot 

 Wife"(who, surprisingly absolutely loves the airplane) so I fly 

 fairly heavy off an otherwise very short strip.  The prop, not sure 

 of the actual pitch, is set with a max static RPM of 6800 so its 

 pure TO/CLIMB and cruise suffers some what.  I would like a happy 

 medium and/or that adjustable/constant speed retro fit that IVO 

 offers.  Any input/advise would really be appreciated.  Thanks 

 everybody and I really enjoy all your post(religious or not) the 

 information really helped me after the purchase of my airplane.



--------

Low and Slow FireStar II





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p=352221#352221

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Tue Sep 13, 2011 6:27 pm Post subject: New FireStar II Owner

Seth, You didn't say what engine you have so forgive me if I assume wrong, but I would guess either a 447 or 503 Rotax. At any rate a two stroke. If you install an inflight adjustable prop you're going to find yourself chasing CHT and EGT readings all over the map because the prop is part of the intake and exhaust tuning on a two stroke. If you increase pitch you'll find your CHT readings going high, if you set the base for an ultra climb setting, the CHT's will drop but the EGT readings will go high. I am not a fan of IVO props. I've had both a two blade and three blade on a 447 powered trike and a 377 powered Minimax respectively. They don't seem to have much quality control over either how the crank is welded on the wire or how it's anchored in the blade. I honestly don't know which is the case, but when I put my Warp Drive propeller protractor on either of them I never found two blades the same. Both props had a one degree variation in pitch between the blades and with their system you cannot adjust it out. 

 I also found I had to machine the blocks on the two blade to make them equal to the prop thickness otherwise the aluminum cover plate had to bend in order to contact the blades. 

My 2 cents.

 Rick Girard



On Tue, Sep 13, 2011 at 8:49 PM, FIRESTARII <CCMFarms(at)aol.com (CCMFarms(at)aol.com)> wrote:

 	  Quote: 	
		   --> Kolb-List message posted by: "FIRESTARII" <CCMFarms(at)aol.com (CCMFarms(at)aol.com)>

 

    Hello everybody,  My name is Seth Miller I live in Ohio just south of Medina.  I recently purchased "GoTime's" FSII airplane.  To date I have logged a little over 40 hours in the airplane and thats in less than a month of ownership!  I have flown many, many different airplanes and have logged a little over 9800 hours.  I currently hold a first class medical, an ATP with a type in the EMB-145, an ME-CFII and all the other ratings that go alone with that!  The FSII by far the most fun, easiest to fly, and rewarding aircraft I have flown to date.   Since my purchase I have installed new much larger tires in order to get in and out of my meager 600' strip at my farm in southern Ohio.  I also installed the Stol Speed VG's and the difference, although not "profound", is noticeable and significant and I would recommend them to any Kolb owner.  The low speed handling and feel was dramatically improved and the stall, although alrealy mild became a very predictable "mush", both p!

   ower on and off.   The reason for my post is the airplane is equipped with the 3 blade IVO quick adjust prop and, because I am spoiled, I want an in-flight, constant speed, adjustable prop.  IVO offers this but only at a steep price.  I am curious if any body has had experience with this set up and weather or not its worth the weight and complexity penalty.  As far as flight conditions go I almost always have one of my two boys with me or my "Hot Wife"(who, surprisingly absolutely loves the airplane) so I fly fairly heavy off an otherwise very short strip.  The prop, not sure of the actual pitch, is set with a max static RPM of 6800 so its pure TO/CLIMB and cruise suffers some what.  I would like a happy medium and/or that adjustable/constant speed retro fit that IVO offers.  Any input/advise would really be appreciated.  Thanks everybody and I really enjoy all your post(religious or not) the information really helped me after the purchase of my airplane.

  

 --------

 Low and Slow FireStar II

 

 

 

 

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-- 

Zulu Delta

Mk IIIC

Thanks, Homer GBYM

It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx



 

  [quote][b]

_________________
The smallest miracle right in front of you is enough to make you happy....

beauford

Joined: 25 Apr 2007
Posts: 127
Location: Brandon, FL

Posted: Tue Sep 13, 2011 8:59 pm Post subject: New FireStar II Owner

Brother Miller:



Welcome to the list...  You are certainly well qualified, Sir.

I am what's left of Beauford, and I do my best to operate a FireFly with a

447.



For ratings, I currently hold a Florida driver's license backed up with a

moderately

oversized prostate.



The FS II is a sweetheart and I bet you will have a lot of fun with her;

Congrats.



You didn't mention your engine... so will assume you have either a 447 or

503 2-stroke Rotax.



Re your prop... 6,800 static sounds a tad high...6,800 is 447/503 redline

and only for one minute... so that setting will likely put you well over

redline on full throttle climb....  and the 2-strokes do need to climb wide

open to get the extra cooling from the rich mixture.  



Most folks seem to like them set somewhere around 62 or 63 hundred

static.... which will let it run at somewhere just below redline

wide open in level flight.  Having a little heavier prop loading will also

help out with your EGT's, which are likely to be running a bit

on the toasty side right now with that light prop loading.  



There are some really good 2-strokers on this here list... and I don't claim

to be one of 'em...  But if you haven't fooled around with these pesky

little

engines before, you are about to have a whole new world open before your

bewildered eyes...  There is a 4-way devil dance between CHT, EGT, carb

setup and the IVO...all done on the edge of a razor blade.  Once a delicate

truce is established among these warring parties, most of the two-stroke

people I know tend to tiptoe around and speak in hushed tones when near the

Rotax lest the sleeping dragon awake and exact some perverse

2-stroke vengeance upon their body or their wallet.  Changes to any one of

the four factors is likely to cause a change in one or more of the others,

so

I am not sure how well a variable pitch prop would work... you could well

have some unintended consequences.



Might be worth a trip through the Kolb List archives to see what you can

find on this, or even calling some of the Rotax sales & service folks for

their 

opinions.  In the meantime,  I don't think you would go wrong by backing

that IVO center screw out a bit and loading the engine up some... down below

redline anyway. 

Worth what ye paid fer it...



2-steppin' beauford

FF-076

Brandon, FL

--

caflygirl

Joined: 01 Sep 2011
Posts: 8
Location: Livermore, CA

Posted: Tue Sep 13, 2011 9:58 pm Post subject: New FireStar II Owner

Hi Seth. Welcome



I am a previous owner of a firestar kxp with 337 and wood prop. Currently have a rans s14, 503, ivo 3 blade. I agree with the idea that increasing pitch will decrease egt only because it increases loading and not tuning. Want proof (get ready for a blown engine), try a powered decent. Very easy to do wrong and i have always been advised against it. I am a strong believer of two concepts though. Recommeded carb jetting and a grand rapids eis. Then play with pitch as much as you want and monitor for changes in egt and cht. 



Now in my humble opinion, 6800 static is too high. It means you cant go full throttle on takeoff without exceeding max rpm, therefore a wasted range of throttle. I would want 6500 to 6800 on climb out with full throttle myself if i were pitching for a climb prop ( i prefer about 6200 static to get 6500 on climbout.  For cruise pitch, maybe closer to 6200 on climbout( my preference for the rans due to high vne). 



On a legal note, i dont know if your registration is elsa or amatuer built. If it is elsa, and faa finds out you ever had a in flight adjustable on it, they can void the certificate. I only bring it up here because of the number of errors i see on ads for sale as i shop for a kolbra or mark III, prefer xtra elsa. 



Renee



Bas spellong blaned on ophone 



On Sep 13, 2011, at 9:56 PM, "Beauford " <beauford173(at)verizon.net> wrote:



[quote] 

 

 Brother Miller:

 

 Welcome to the list...  You are certainly well qualified, Sir.

 I am what's left of Beauford, and I do my best to operate a FireFly with a

 447.

 

 For ratings, I currently hold a Florida driver's license backed up with a

 moderately

 oversized prostate.

 

 The FS II is a sweetheart and I bet you will have a lot of fun with her;

 Congrats.

 

 You didn't mention your engine... so will assume you have either a 447 or

 503 2-stroke Rotax.

 

 Re your prop... 6,800 static sounds a tad high...6,800 is 447/503 redline

 and only for one minute... so that setting will likely put you well over

 redline on full throttle climb....  and the 2-strokes do need to climb wide

 open to get the extra cooling from the rich mixture.  

 

 Most folks seem to like them set somewhere around 62 or 63 hundred

 static.... which will let it run at somewhere just below redline

 wide open in level flight.  Having a little heavier prop loading will also

 help out with your EGT's, which are likely to be running a bit

 on the toasty side right now with that light prop loading.  

 

 There are some really good 2-strokers on this here list... and I don't claim

 to be one of 'em...  But if you haven't fooled around with these pesky

 little

 engines before, you are about to have a whole new world open before your

 bewildered eyes...  There is a 4-way devil dance between CHT, EGT, carb

 setup and the IVO...all done on the edge of a razor blade.  Once a delicate

 truce is established among these warring parties, most of the two-stroke

 people I know tend to tiptoe around and speak in hushed tones when near the

 Rotax lest the sleeping dragon awake and exact some perverse

 2-stroke vengeance upon their body or their wallet.  Changes to any one of

 the four factors is likely to cause a change in one or more of the others,

 so

 I am not sure how well a variable pitch prop would work... you could well

 have some unintended consequences.

 

 Might be worth a trip through the Kolb List archives to see what you can

 find on this, or even calling some of the Rotax sales & service folks for

 their 

 opinions.  In the meantime,  I don't think you would go wrong by backing

 that IVO center screw out a bit and loading the engine up some... down below

 redline anyway. 

 

 

 Worth what ye paid fer it...

 

 2-steppin' beauford

 FF-076

 Brandon, FL

 

 

 --

jbhart(at)onlyinternet.ne
Guest

Posted: Wed Sep 14, 2011 6:22 am Post subject: New FireStar II Owner

At 06:49 PM 9/13/11 -0700, you wrote:

 	  Quote: 	
		  



..............................
	


 	  Quote: 	
		  I would like a happy medium and/or that adjustable/constant speed retro fit 

that IVO offers.  Any input/advise would really be appreciated.  Thanks 
	


everybody and I really enjoy all your post(religious or not) the information 

really helped me after the purchase of my airplane.

 	  Quote: 	
		  


	


Seth,



If you are running a two-cycle engine, you will need an air/fuel mixture 

control to keep your engine operating efficiently and to keep the EGT within 

acceptable limits as you change the propeller pitch to and/or from climb to 

cruise.  I have developed such a control for the Bing 54 carburetor that is 

used on the Rotax 447 and the Simonini Victor 1+.  I used it for many hours 

on the Victor 1+,  It is very stable and easy to use.  If you are interested 

it can be viewed at:



http://jackbhart.com/firefly/firefly146.html



Jack B. Hart FF004

Winchester, IN

FIRESTARII

Joined: 24 Aug 2011
Posts: 32

Posted: Wed Sep 14, 2011 7:22 am Post subject: Re: New FireStar II Owner

Hello everybody sorry I did not post my engine type regardless its a 503DCDI oil injected.  As far as EGT/CHT both fall well within the recommended range under the current set up.  Based on that I have a tendency to believe that the "Tach" is reading slightly high of the actual RPMs so this week I am going to try out an optical tach that I have used previously on my model airplanes and helicopters for tuning purposed as it is very small and adjustable for 2 or 3 blade configurations.  I will post the results and data.  

Additionally the reply about pulling the certs confused me somewhat it is registered to the best of my knowledge ELSA-AMbuilt?  So the statement about the prop is above my level of comprehension? Huh?

If the man with the prop for sale would email or call me I would like to try to get something worked out with ya.  two one six-288-forty two ten.  

The airplane fly's great the way it is but as all airplane owners know there is always room for improvement.  I am very spoiled because for the last ten years I have flown only turbo-jets or high perf pistons with constant speed props.  As an unintended consequence I have found I am extremely sensitive to RPM variations in flight and find myself aways on edge thinking that little sucker is going to quit in the next 30 seconds.  BTW I fly the airplane with that in mind:)!   

My goal here is simply to improve the overall usability of the bird as I absolutely love her and if it works the way the ones on the Lycomings and Continentals do I believe it would be a wonderful addition.  Let me know what you guys figure out and thanks again for your input.

_________________
Low and Slow FireStar II

gpabruce(at)gmail.com
Guest

Posted: Wed Sep 14, 2011 7:42 am Post subject: New FireStar II Owner

If you're you're running a 2 stroke, you may want to retain your edge and consider it probably will quit in the next 30 sec.   ". . .  find myself always on edge thinking that little sucker is going to quit in the next 30 seconds". 



Check out the times on Rotax engines . . the real times under the ones for sale like: "Plane has 100 hrs, engine just overhauled"  Be looking for a good 4 stroke. 

Bruce

 

On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms(at)aol.com (CCMFarms(at)aol.com)> wrote:

[quote] --> Kolb-List message posted by: "FIRESTARII" <CCMFarms(at)aol.com (CCMFarms(at)aol.com)>

 

 Hello everybody sorry I did not post my engine type regardless its a 503DCDI oil injected.  As far as EGT/CHT both fall well within the recommended range under the current set up.  Based on that I have a tendency to believe that the "Tach" is reading slightly high of the actual RPMs so this week I am going to try out an optical tach that I have used previously on my model airplanes and helicopters for tuning purposed as it is very small and adjustable for 2 or 3 blade configurations.  I will post the results and data.

  Additionally the reply about pulling the certs confused me somewhat it is registered to the best of my knowledge ELSA-AMbuilt?  So the statement about the prop is above my level of comprehension? Huh?

 If the man with the prop for sale would email or call me I would like to try to get something worked out with ya.  two one six-288-forty two ten.

 The airplane fly's great the way it is but as all airplane owners know there is always room for improvement.  I am very spoiled because for the last ten years I have flown only turbo-jets or high perf pistons with constant speed props.  As an unintended consequence I have found I am extremely sensitive to RPM variations in flight and find myself aways on edge thinking that little sucker is going to quit in the next 30 seconds.  BTW I fly the airplane with that in mind:)!

  My goal here is simply to improve the overall usability of the bird as I absolutely love her and if it works the way the ones on the Lycomings and Continentals do I believe it would be a wonderful addition.  Let me know what you guys figure out and thanks again for your input.

  

 --------

 Low and Slow FireStar II

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=352279#352279

 

 

 

 

 

 

 

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 ="_blank">http://www.matronics.com/contribution

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 [b]

Thom Riddle

Joined: 10 Jan 2006
Posts: 1597
Location: Buffalo, NY, USA (9G0)

Posted: Wed Sep 14, 2011 9:19 am Post subject: New FireStar II Owner

Sorry to report that there is no such thing as "ELSA-AMbuilt". Either it is ELSA or Experimental Amateur Built. Most are Experimental Am-Built but some were registered under the FAA amnesty program for fat ultralights which previously flew un-registered, and were issued an ELSA (experimental light sport aircraft) a/w certificate after inspection.   



The poster warning of the airworthiness certification being yanked if the airplane no longer meets ELSA requirements (a constant speed prop would do that because an ELSA or SLSA don't permit this) could loose its airworthiness certificate. if the FAA knows about it. THEN the only way to fly it legally would be to apply for Exp-Am-Built a/w certificate which would require all sorts of documentation that may or may not be available. If your pink slip (airworthiness certificate) says Experimental Amateur Built then you can do the constant speed prop and fly it legally as long as you maintain your FAA medical. 

  

I hope this does not add to the confusion.

  



Thom in Buffalo



  On Wed, Sep 14, 2011 at 11:39 AM, b d <gpabruce(at)gmail.com (gpabruce(at)gmail.com)> wrote:

[quote]  



If you're you're running a 2 stroke, you may want to retain your edge and consider it probably will quit in the next 30 sec.   ". . .  find myself always on edge thinking that little sucker is going to quit in the next 30 seconds".   



Check out the times on Rotax engines . . the real times under the ones for sale like: "Plane has 100 hrs, engine just overhauled"  Be looking for a good 4 stroke. 

Bruce

   

On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms(at)aol.com (CCMFarms(at)aol.com)> wrote:



 	  Quote: 	
		     --> Kolb-List message posted by: "FIRESTARII" <CCMFarms(at)aol.com (CCMFarms(at)aol.com)>

 

 Hello everybody sorry I did not post my engine type regardless its a 503DCDI oil injected.  As far as EGT/CHT both fall well within the recommended range under the current set up.  Based on that I have a tendency to believe that the "Tach" is reading slightly high of the actual RPMs so this week I am going to try out an optical tach that I have used previously on my model airplanes and helicopters for tuning purposed as it is very small and adjustable for 2 or 3 blade configurations.  I will post the results and data.

    Additionally the reply about pulling the certs confused me somewhat it is registered to the best of my knowledge ELSA-AMbuilt?  So the statement about the prop is above my level of comprehension? Huh?

 If the man with the prop for sale would email or call me I would like to try to get something worked out with ya.  two one six-288-forty two ten.

 The airplane fly's great the way it is but as all airplane owners know there is always room for improvement.  I am very spoiled because for the last ten years I have flown only turbo-jets or high perf pistons with constant speed props.  As an unintended consequence I have found I am extremely sensitive to RPM variations in flight and find myself aways on edge thinking that little sucker is going to quit in the next 30 seconds.  BTW I fly the airplane with that in mind:)!

    My goal here is simply to improve the overall usability of the bird as I absolutely love her and if it works the way the ones on the Lycomings and Continentals do I believe it would be a wonderful addition.  Let me know what you guys figure out and thanks again for your input.

    

 --------

 Low and Slow FireStar II

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p=352279#352279

 

 

 

 

 

 

 



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 arget="_blank">http://www.matronics.com/Navigator?Kolb-List

 ===========

 http://forums.matronics.com

 ===========

 le, List Admin.

 ="_blank">http://www.matronics.com/contribution

 ===========

 

 

 

 	




   	  Quote: 	
		  



get="_blank">http://www.matronics.com/Navigator?Kolb-List

tp://forums.matronics.com

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[b]

_________________
Thom Riddle
Buffalo, NY (9G0)

Don't worry about old age... it doesn't last very long.
- Anonymous

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Wed Sep 14, 2011 9:43 am Post subject: New FireStar II Owner

Seth, I can explain about the certs issue. Below is the definition of a

Light Sport Aircraft from FAR 1.1 Definitions



Light-sport aircraft means an aircraft, other than a helicopter or

powered-lift that, since its original certification, has continued to meet

the following:



(1) A maximum takeoff weight of not more than—



(i) 1,320 pounds (600 kilograms) for aircraft not intended for operation on

water; or



(ii) 1,430 pounds (650 kilograms) for an aircraft intended for operation on

water.



(2) A maximum airspeed in level flight with maximum continuous power (VH) of

not more than 120 knots CAS under standard atmospheric conditions at sea

level.



(3) A maximum never-exceed speed (VNE) of not more than 120 knots CAS for a

glider.



(4) A maximum stalling speed or minimum steady flight speed without the use

of lift-enhancing devices (VS1) of not more than 45 knots CAS at the

aircraft's maximum certificated takeoff weight and most critical center of

gravity.



(5) A maximum seating capacity of no more than two persons, including the

pilot.



(6) A single, reciprocating engine, if powered.



(7) A fixed or ground-adjustable propeller if a powered aircraft other than

a powered glider.



( A fixed or feathering propeller system if a powered glider.



(9) A fixed-pitch, semi-rigid, teetering, two-blade rotor system, if a

gyroplane.



(10) A nonpressurized cabin, if equipped with a cabin.



(11) Fixed landing gear, except for an aircraft intended for operation on

water or a glider.



(12) Fixed or retractable landing gear, or a hull, for an aircraft intended

for operation on water.



(13) Fixed or retractable landing gear for a glider.



Notice number 7. To operate as an LSA the aircraft has to have a fixed pitch

or ground adjustable propeller.

Now look at that phrase in the opening "has continued to meet the following"

That means if you put an inflight adjustable propeller on your aircraft it

not only is no longer an LSA, *it can NEVER be one again. *Even if you take

the prop off, once the aircraft has been outside the LSA definition you

can't bring it back in.

You say your aircraft is an ELSA-AM built. There is no such thing. It is

either an Experimental Light Sport Aircraft (E-LSA) or an Experimental

Amateur Built aircraft (E-AB). Now if your aircraft is an E-AB and you put

an inflight adjustable prop on it continues as before, except that it can no

longer be flown by a person with a Light Sport ticket. The lowest rating to

fly it would be a private pilot ticket. If your aircraft is registered E-LSA

and you put the inflight adjustable prop on it your Experimental

Airworthiness Certificate is void and no one can fly it. You also cannot get

a new A/W certificate as an E-AB either.



Rick Girard





On Wed, Sep 14, 2011 at 10:39 AM, b d <gpabruce(at)gmail.com> wrote:



[quote]

 If you're you're running a 2 stroke, you may want to retain your edge and

 consider it probably will quit in the next 30 sec.   *". . .  find

 myself always on edge thinking that little sucker is going to quit in the

 next 30 seconds"*.



 Check out the times on Rotax engines . . the real times under the ones for

 sale like: "Plane has 100 hrs, engine just overhauled"  Be looking for a

 good 4 stroke.



 Bruce



 On Wed, Sep 14, 2011 at 8:22 AM, FIRESTARII <CCMFarms(at)aol.com> wrote:



> 

>

> Hello everybody sorry I did not post my engine type regardless its a

> 503DCDI oil injected.  As far as EGT/CHT both fall well within the

> recommended range under the current set up.  Based on that I have a tendency

> to believe that the "Tach" is reading slightly high of the actual RPMs so

> this week I am going to try out an optical tach that I have used previously

> on my model airplanes and helicopters for tuning purposed as it is very

> small and adjustable for 2 or 3 blade configurations.  I will post the

> results and data.

> Additionally the reply about pulling the certs confused me somewhat it is

> registered to the best of my knowledge ELSA-AMbuilt?  So the statement about

> the prop is above my level of comprehension? Huh?

> If the man with the prop for sale would email or call me I would like to

> try to get something worked out with ya.  two one six-288-forty two ten.

> The airplane fly's great the way it is but as all airplane owners know

> there is always room for improvement.  I am very spoiled because for the

> last ten years I have flown only turbo-jets or high perf pistons with

> constant speed props.  As an unintended consequence I have found I am

> extremely sensitive to RPM variations in flight and find myself aways on

> edge thinking that little sucker is going to quit in the next 30 seconds

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FIRESTARII

Joined: 24 Aug 2011
Posts: 32

Posted: Wed Sep 14, 2011 11:12 am Post subject: Re: New FireStar II Owner

 Ok airplane certs say its Experimental Amiture Built.  Sooo if I understand correctly putting the in flight adjustable prop\constant speed prop on there then its a non issue and since I have all required ratings(ATP,ME-CFII) then there is no problem.   Also I just flew it and checked the RPM static is 6300 and climb at 45mph indicated is 6800 and i cruise at 5600 to 5800 and about 60mph indicated. CHT in climb is 300f and EGT is right at 1000 and cruise is 250CHT  and 800 EGT.   correct me if I am wrong but that sounds purdy well in line with exactly what Rotax recommends.  Again thanks for all the input.

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Low and Slow FireStar II

lcottrell

Joined: 29 May 2006
Posts: 1494
Location: Jordan Valley, Or

Posted: Wed Sep 14, 2011 1:47 pm Post subject: New FireStar II Owner

Everything sounds fine except your EGT's. They should be  about 1150, other wise you run the risk of carbon build up on the  pistons.

 Larry

  

 Note: If you forward this email, please delete the forwarding history,  which includes my email address.

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Richard Pike

Joined: 09 Jan 2006
Posts: 1671
Location: Blountville, Tennessee

Posted: Wed Sep 14, 2011 8:21 pm Post subject: Re: New FireStar II Owner

All the posts that you have gotten are very much on the money. I would encourage you to look at the factory Rotax power curves and notice that there is very little variation between what happens just below the power peak and just above it. It is to your advantage to pitch the prop just below the power peak static because while on climb out you will end up right in the sweet spot, which is actually fairly broad. 

Your ideal is to have the airplane hit red line at full throttle in level flight. That will work well in all regimes. An rpm higher than that will often give you egt's above safe in other regimes. Not to mention sucking up extra fuel.



Welcome aboard

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Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0

Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.

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