Kyle Communications

Drag will always have an effect of something

Not taking anything personally..you have your opinion and I have mine. I am no expert at all and dont profess to be but using real world examples and my own facts and figures. How I set mine up works for me and many others it seems. Airframes also make a difference..slippery or draggy. The Bolly setup as I said when the savannah tied on the ground produced 5200 rpm on the ground as it was set for 5500 maybe a little higher WOT in flight. WOT rpm in flight produced 97kts and 5000 rpm in flight produced 85kts. Dannys savannah was 1 or 2 kts better at 5000 rpm on his savannah but he had a slightly smaller diameter Bolly prop. If he cruised at 5000 rpm I had to sit at 5200 rpm to remain parallel with him. With the Eprop set the same (which is the same as per the Eprop instructions) on his savannah he now cruises at 90kts at 5000 rpm and 92kts at 5200 rpm as confirmed by the picture I posted. Maybe it has more to do with aircraft drag and design than what we think...dont know. All I know is it all works how we set them up and the engine does not appear to be stressed and the fuel flow is quite acceptable and under what Rotax says. When setting your prop no matter what it is you will usually go with the manufacturers specifications. There was never any spec supplied with the Bolly but there is specs supplied with the Eprop. If you follow the spec as supplied by the prop manufacturer which is setup for the engine they have specified it for then that is the outcome.

I understand what your saying Bob...but thats not how most set their engines up regardless of what type of fixed pitched prop you have. Everyone I know sets their prop to 5500 WOT and most cruise at 5000 or 5200 so this fits into what you are saying. Which again provides the most thrust you can get at cruise rpm. I think rotax says that 75% power for cruise is 5000 rpm. If you set for 5800 WOT one would expect that that would be max fuel flow as well and when you throttle back the fuel flow will be less. Power is related to fuel flow. If you set WOT for 5500 one would think that that would also be drawing max fuel flow. then when you drop the rpm back for cruise your fuel flow comes back. I am certainly no motor mechanic or engine designer. All I know is the way I set my engine up is the way I have always got the best out of my engine and aircraft performance regardless of what prop is on the front. The engine parameters for temps and pressures have all been perfect as per the manual no matter how long the engine was running continuously for that flight. My fuel flow at 5000 rpm was 15.3lt/hr. So for a fixed pitch prop this to me seems the best performance I could get. As I said earlier I do not know of anyone certainly in my group that I frequent set their prop at WOT for 5800.

I can only tell you how I set my Booly up on my savannah and the reasons why. I have not set the Eprop up on my aircraft as it sold the week before the Eprop arrived...BUT that Eprop was setup as per the instructions from Eprop at 5500 WOT and I cant find any mention of 5800 in any of the paperwork. The Savannah aircraft and all the other aircraft the prop has gone on have been setup pretty much exactly the same as I had mine setup. All of the new users have experienced increased climb rate and cruise speed...All I can tell you is that they all have increased cruise at the same RPM by at least 4 kts and up to 8 to 10 kts. also for example Dannys Savannah now easily climbs at 1500 ft/min at 60 kts...I can only go by the pictures I have seen and what they tell me You may say as before its all an illusion and objective...the numbers dont lie Danny set his prop for 5500 rpm WOT and he gets 5400 on climb All I can say is I have 13 very happy customers and another 3 props on their way now Yes you interperated what I said correctly about setting a fixed pitch prop to 5800 WOT A picture is attached of danny in his Savannah with the Eprop setup just how I said 5500 WOT he is cruising at 5200 and doing 92kts in level flight...if you know anything about savannahs...this is not the usual results

I agree with that idea thats why I set my Bolly to exactly that and that is what most aircraft owners I know set their props to as well...but that is because its a fixed pitch...if you had that issue with a CSU you could load the engine to give you 5500 but you cant do that with a fixed pitch prop

No Bob your not getting what I am saying. I am saying with fixed pitch prop if you set it for WOT in flight...which you wont achieve on climb because the load on the engine is different to WOT in level flight So ok we now take off and the prop is set now for LESS pitch to get to 5800 on climb. When you then drop back in level flight to 5500 rpm which is MAX continuous power for cruise..which you can do according to Rotax then you have less pitch on so your cruise speed will be less. So holding that thought if you set the prop for 5500 WOT which is max continuous power you will have more pitch on than if you would if you set it for 5800 then throttled the engine back to 5500 rpm so you will be slower. Of course setting a fixed pitch prop like I have said will most likely consume more fuel If I have a CSU then its totally different. You can set the prop pit to whatever power range you want to use. You dont have that luxury with a fixed pitch prop

5800 is max rpm at max power for 5 mins. 5500 is MAX CONTINUOUS power. The only time you really need access easily to 5800 is with a constant speed prop and that is only ever on takeoff and initial climb. It does not make any sense to set a FIXED PITCH ground adjustable prop to go to 5800. If you do set the prop for that rpm with a fixeed pitch you then take off the top of your available thrust that last 300 rpm you will never use in reality unless you have a ECU controlling the prop...thats my opinion CS is probably the best you will ever get but that is for a CS prop NOT a fixed pitch one...A fixed pitch prop is a compromise as CS is not

Hi Mike I have spares of those clips now as they are only 3D printed. The meter isnt anything too great but for what actually makes any difference its well good enough to get the blade angles all the same. The laser method to me is far more accurate than any memms device around that someone can afford

The Eprop device has a holder on the digital protractor that sets its position the same on every blade provided its planced at the same spot on each blade. its easy on the Eprop as you set it at the edge of the titanium LE. Measuring blade angle can only be done on one particular point out from the centre..change that point and the angle is different.so knowing what degree you set the blade is only relative to that point. Its a starting point the only true way is by the rpm and increasing and decreasing the pitch to achieve the rpm range you want...the only other requirement is to get whatever that pitch angle is exactly the same on each blade. This is done with the protractor or the laser...the laser will allow you to better make smaller fine adjustments You will see the Eprop protractor in this video

There isnt a real way to get the type of accuracy you are talking about achieving. A digital protractor is usually about 0.1 deg as Bob said. The laser pointer would be a more accurate way as Bob said as you get the expansion arm. Sort of like a zoom lens on a camera or a scope sight on a gun. usually the digital protractor is the quickest and easiest and realistically once you get to that level you are not going to be able to feel any further differences

Depends on what you find in the check...if you got a 12kg airmaster hanging off the front I think it would need a overhaul , the dogs would be very worn 🙂

Rotax gearbox needs checks and possibly a overhaul every 1000 hrs dont forget that

What prices in what currency do you have there now...post them here and who from...

So of course you have taken the exchange rate difference..the real difference not what you see on the idiot box on the news..the actual rate you get from the bank or the forex mob you use then added the freight cost and import paperwork cost then added 10% to the lot. And of course that exchange rate will vary in regards to the tax component depending on the day rate when the freight hits australia...not what you paid before it left. It could be higher or lower..usually its lower lately so it cost more

That 5 to 7k is aircraft specific items..not the core engine which is only what you buy from the dealer...it has always been that way

Freight from Europe is very expensive also from the USA at the moment

From memory all you get from Floods for a new engine is the engine plus the 4 little exhaust connections to the heads and the oil tank...the rest you must buy

blob:https://www.9news.com.au/1371fc30-5856-4df8-af3f-41d448b10f9e

I had my trim setup so that for level flight the indicator was the second top bar....you set the trim indicator where you want for level flight then adjust the antibalance tab position for level flight in that position. Then you get what you get. Always on full flap you (my indicator fully at the bottom) will need a good back pressure on my middle position of the flap lever then not so much and the first and most common position I used to use for general flying I basically needed no pressure on the stick

This is from the ICP facebook page..it was on the other day

My insurance went up earlier this year on the girlfriend the broker told me all insurances were going up big time ESPECIALLY if it was a tail dragger. I got him to give me a quote for my Rans S-21 after its built and flying as it is a TD...about 4k he told me...The savannah was $1950 it previously was $1400 that was for 60k hull insurance. The Rans hull insurance would be around 90k

What sort of dollars?...never heard of them

I could see the video but I am using a MAC and chrome

Glenn is spot on about software developers..some can only relate to a computer monitor others have real world experience that they then can use to program the project. They are the really smart ones. The guy we use for the products I designed all the hardware for at work is unbelievably good. I get down and bow to him. he is good with digital stuff but analogue not so much but in a previous life he was a biochemist. Just the sort of person you want to write algorithums to measure salt using your electrode specific design. The big thing is I understand him and he understands me..thats why our product is the best on the market. The big issue with the CS unit is the hardware design of the prop hub...sounds easy but not so much at all. The forces and stresses to make stuff move at 2300rpm and multiple blades...yeah..better engineers than me do that stuff. I know my limitations 🙂

Not as easy as it sounds Skippy...the hardware is a piece of cake no issue...the software?..well thats a whole world of hurt...Just ask Bolly