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John Hauck
Joined: 09 Jan 2006
Posts: 4639
Location: Titus, Alabama (hauck's holler)
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 Posted: Sat Oct 14, 2006 4:12 pm Post subject: Firestar/Warp Drive Noise |
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With the warp and the fact that it is closer to the wing it is making
a heck of a racket and I have to wear ear plugs along with my DRE
6000.
Larry, Oregon
Larry:
Is your airplane louder than my mkIII? You flew in it last May.
When I first used my new DRE6000, I had trouble sealing around my odd
shaped head and my glasses. A tiny air leak destroyed any noise
reduction they were trying to make. My set came equipped with temper
foam ear seals. I traded a set of liquid gel ear seals from my David
Clark 10-40 headset. No more air leaks and the DRE6000 worked much,
much better.
Are you getting a good seal? and are you still using the original
temper foam seals?
john h
mkIII
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_________________
John Hauck
MKIII/912ULS
hauck's holler
Titus, Alabama |
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lcottrell
Joined: 29 May 2006
Posts: 1494
Location: Jordan Valley, Or
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| Posted: Sat Oct 14, 2006 6:21 pm Post subject: Firestar/Warp Drive Noise |
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Jack Hart said- "Loosen the boot to carburetor clamp and rotate the bottom
of the carburetor
a little toward the back cylinder. This will balance out flow to the both
cylinders. It worked for me."
| Quote: |
John Hauck Said- " Is your airplane louder than my mkIII? You flew in it
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last May.
Are you getting a good seal? and are you still using the original
| Quote: | temper foam seals?"
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"Understand the heat spike is at 44oo to 4500 rpm. However, you did
not say what it was at WOT and your cruise rpm which is 6000."
Denny Rowe added- "I agree with John, 6600 rpm is a little high for WOT
level flight, crank in
a tad more pitch and get it down around 6400- 6500 and I'll bet you'll like
the effect on your EGTs across the board."
Gang,
Thanks for all the help. I feel a little like Beauford did. When things
change there is a reason. The only problem is that I am not smart enough to
find it. While I am used to being baffled, I am still not reconciled to the
fact!
I put a 152 jet in it since my last post ( I had a 150). Before and now the
temp at cruise is 1180 to 1150 on the front cylinder and 1180 to 1224 on the
back. I also just got back from flying it for 29 minutes to see what it is
doing and to try to find out why I am burning so much fuel. The temps did
not change with the main jet change, other than the fact that if I used the
enrichner circuit it wanted to shut down the motor. so I will go back to the
150 or preferably the 148 jet, which ever will work. I am going to pitch the
prop up a 1/2 or full degree. I have been hitting 6540 on climb out,
actually less at flat wot. ( I have it set at 71/2 degrees with the
protractor) This time I got the best temps at 5700 to 5800. From the action
of the enrichner circuit I feel that the main jet is too big.
When I got Jack's post I hopped up and went out to check the carb position
and found that it was tilted towards the back already. I am aware that the
manual calls for it to be vertical to the engine. Is it possible that It
would do better up straighter? I tilted it back anyway.
John, I checked my spacer that I had for the IVO and it is a 2 1/2 inch
model. I do not have bolts long enough to mount it. I put new gel seals in
my DRE the day I got it. I don't think it squeezes my head tight enough
though, so I will look to tightening that up. No John it is not as noisy as
either Pfer or John W's Kolbra, but it is a lot nosier than it used to be. I
can live with it though.
Now for fuel, I flew for 29 minutes with 5 gallons in both tanks at 57 to
5800 rpm's with of course a climb out to 500 feet agl on take off. My back
tank is supplying more fuel than the front tank. That leads me to believe
that it is being pressurized by the air flow. That part is different in this
version in that the tanks are exposed at the top since I did not cover up
above them hoping that with the increased air flow to the prop, performance
would be better. In the flight I burned 1.5 gallons in 29 minutes. That is
more like what it should be. Yesterday I flew for 63 minutes and burned 5
gallons. That was with a stock jet needle and a 160 main jet, no silencer.
The jet needle that I am using with the silencer is thinner, therefore a bit
richer. It is the next size up from the stock jet needle. If I were using
stock it would be a lot hotter.
I find all this very confusing. All I did was flip it up on its back, you
suppose its still holding a grudge?
Larry, Oregon
do not archive
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WhiskeyVictor36(at)aol.co
Guest
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| Posted: Sat Oct 14, 2006 7:57 pm Post subject: Firestar/Warp Drive Noise |
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In a message dated 10/14/2006 10:22:10 P.M. Eastern Standard Time, lcottrell(at)fmtcblue.com writes:
| Quote: | In the flight I burned 1.5 gallons in 29 minutes. That is
more like what it should be. Yesterday I flew for 63 minutes and burned 5
gallons. |
Larry,
Take a look at your spark plugs to see if you are burning rich or lean. When you engage the enrichiner (choke) and the engine wants to quit, that would seem to indicate you are running way rich and the plugs are flooding out. If that is the case, check that the carb needle circlip is placed below the plastic spring thingy. Others have on occasion installed this incorectly and it allows the needle to ride up resulting in excessive richness and fuel burn.
Bill Varnes
Original Kolb FireStar
Audubon NJ
Do Not Archive
[quote][b]
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Eugene Zimmerman
Joined: 10 Jan 2006
Posts: 392
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| Posted: Sun Oct 15, 2006 12:49 pm Post subject: Firestar/Warp Drive Noise |
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On Oct 14, 2006, at 10:20 PM, Larry Cottrell wrote:
| Quote: | Yesterday I flew for 63 minutes and burned 5 gallons.
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Larry,
5 gallons in 63 minutes seems very excessive to me. My Firestar with
a 582 does 2.5 to 3 gallon per hour and my friend Willie with a 503
will do less than 2 gallon per hour. Now Willie is a very good
mechanic and he may be living rather close the lean edge with his
fuel economy but 2.5 gal per hour should be easily and safely
possible in a properly set Firestar II.
I can tell you though that neither Willie nor I are cruising (at) 6000
rpm and we are happy as a lark poking along (at) 55/60 mph.
I would suggest, along with increasing prop pitch, that you
temporarily disregard your EGT readings " for the time being",
restore the stock jets and go strictly by your plug color to
determine any further adjustments if necessary.
Gene
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