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victorbravo(at)sbcglobal.
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 Posted: Mon Apr 23, 2018 12:04 pm Post subject: Firestar 2 / HKS engine progress |
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Just a quick update on my HKS installation in the Firestar. After waiting months for the guy to be available, I finally had the last of the exhaust parts fabricated and welded!
So now I have two 1.25" stainless exhaust pipes coming down from the engine exhaust ports, joining together and running down the rear of the fuselage cage, then a 2-into-1 collector at the right "tuning" location, then a 1.5" diameter "flex coupler", then a length of stainless tube that swings down and around to the bottom of the tailboom (fuselage tube), which then inserts into the front of the home made "Swiss Muffler" exhaust silencer.
whew !
Now that the exhaust is complete, I will re-mount it on the aircraft and I can finally do a weight and balance to see where I have to mount the battery. I have waited to mo unt the battery because I literally have no idea whether it's nose-heavy or tail-heavy.
With a little luck and no major obstacles, the Firestar should be ready for flight testing by this summer.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Mon, 4/23/18, Charlie England <ceengland7(at)gmail.com> wrote:
Subject: Re: Re: Balance Master
To: kolb-list(at)matronics.com
Date: Monday, April 23, 2018, 11:45 AM
What John described
is actually quite common in certified fixed wing a/c, as
well. Many that are equipped with metal constant speed props
have a 'yellow arc' (usually around 2000-2200 rpm on
an engine with max 2700 rpm). While not a problem to
transition through that range, continued operation there can
result in a broken crankshaft or prop. Remember, these are
FAA-blessed aircraft.
It's worth pointing out that just because you
don't feel it, doesn't necessarily mean it's not
there (might not be exciting the airfame so you're
feeling it at higher rpms, but still out of balance). But if
it's bad enough to be annoying, you probably want to
stay away from that speed range; you're probably
operating near the natural resonant frequency of the system
and stuff can sometimes break very quickly
there.
Have you tried *dynamically* balancing the prop?
It isn't cheap to pay an a&p to do it, but many EAA
chapters have one of the less expensive models you can
borrow or rent.
Charlie
On Mon, Apr 23, 2018
at 1:20 PM, John Hauck <jhauck(at)elmore.rr.com>
wrote:
"John Hauck" <jhauck(at)elmore.rr.com>
Don't think I explained myself very well, as usual.
I indicated the only numbers I could find were max power.
Could not find anything for cruise power. Was not
inferring the engine needed to be operated at max power.
Not that familiar with fixed wing aircraft, but on several
of the Army helicopters I was privileged to fly there were
RPM areas to stay out of. When running up, don't
hesitate in these yellow zones. 4000 to 5200 may be a
similar zone with the 277. If it was me, I'd fly Hell
out of it and stay out of 4000 to 5200 except to transit
that rpm.
Don't know if a 3 blade will solve your problem, but you
won't know until you try.
john h
mkIII
Titus, Alabama
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zeprep251(at)aol.com
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| Posted: Tue Apr 24, 2018 4:44 am Post subject: Firestar 2 / HKS engine progress |
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Bill, did the same exhaust mod on my MK3c.Be sure to plug the fuselage tube at either end.T
he cabin will fill with exhaust gas very quickly if you don’t seal it .G.Aman MK3C Jabiru 1100hrs
[quote] On Apr 23, 2018, at 4:03 PM, Bill Berle <victorbravo(at)sbcglobal.net> wrote:
Just a quick update on my HKS installation in the Firestar. After waiting months for the guy to be available, I finally had the last of the exhaust parts fabricated and welded!
So now I have two 1.25" stainless exhaust pipes coming down from the engine exhaust ports, joining together and running down the rear of the fuselage cage, then a 2-into-1 collector at the right "tuning" location, then a 1.5" diameter "flex coupler", then a length of stainless tube that swings down and around to the bottom of the tailboom (fuselage tube), which then inserts into the front of the home made "Swiss Muffler" exhaust silencer.
whew !
Now that the exhaust is complete, I will re-mount it on the aircraft and I can finally do a weight and balance to see where I have to mount the battery. I have waited to mo unt the battery because I literally have no idea whether it's nose-heavy or tail-heavy.
With a little luck and no major obstacles, the Firestar should be ready for flight testing by this summer.
Bill Berle
www.ezflaphandle.com - safety & performance upgrade for light aircraft
www.grantstar.net - winning proposals for non-profit and for-profit entities
--------------------------------------------
On Mon, 4/23/18, Charlie England <ceengland7(at)gmail.com> wrote:
Subject: Re: Re: Balance Master
To: kolb-list(at)matronics.com
Date: Monday, April 23, 2018, 11:45 AM
What John described
is actually quite common in certified fixed wing a/c, as
well. Many that are equipped with metal constant speed props
have a 'yellow arc' (usually around 2000-2200 rpm on
an engine with max 2700 rpm). While not a problem to
transition through that range, continued operation there can
result in a broken crankshaft or prop. Remember, these are
FAA-blessed aircraft.
It's worth pointing out that just because you
don't feel it, doesn't necessarily mean it's not
there (might not be exciting the airfame so you're
feeling it at higher rpms, but still out of balance). But if
it's bad enough to be annoying, you probably want to
stay away from that speed range; you're probably
operating near the natural resonant frequency of the system
and stuff can sometimes break very quickly
there.
Have you tried *dynamically* balancing the prop?
It isn't cheap to pay an a&p to do it, but many EAA
chapters have one of the less expensive models you can
borrow or rent.
Charlie
On Mon, Apr 23, 2018
at 1:20 PM, John Hauck <jhauck(at)elmore.rr.com>
wrote:
"John Hauck" <jhauck(at)elmore.rr.com>
Don't think I explained myself very well, as usual.
I indicated the only numbers I could find were max power.
Could not find anything for cruise power. Was not
inferring the engine needed to be operated at max power.
Not that familiar with fixed wing aircraft, but on several
of the Army helicopters I was privileged to fly there were
RPM areas to stay out of. When running up, don't
hesitate in these yellow zones. 4000 to 5200 may be a
similar zone with the 277. If it was me, I'd fly Hell
out of it and stay out of 4000 to 5200 except to transit
that rpm.
Don't know if a 3 blade will solve your problem, but you
won't know until you try.
john h
mkIII
Titus, Alabama
--
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