From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Tuesday, August 17, 1999 12:19 AM To: kr-net digest recipients Subject: kr-net digest: August 16, 1999 KR-net users group Digest for Monday, August 16, 1999. 1. RE: Prop pitch 2. Re: mims firewall 3. Re: Longer range tank 4. Re: DAR, KR2S wing templates 5. Re: Engine Help Please! 6. Re: RE; first flight and prop pitch. 7. Re: RE; first flight and prop pitch. 8. Re: Engine Help Please! 9. Re: kr-net digest: August 12, 1999 10. Re: kr-net digest: August 12, 1999 11. Re: 2nd Flight N998MG 12. Fw: KR2S construction 13. Re: Wood Grain and Bolted Joints (Very Long) 14. Re: Longer range tank 15. Re:Killeen DAR/Tech Counselor 16. Re: Engine Help Please! 17. Engine RPM and Props. 18. Re: mims firewall 19. Re: Engine Help Please! 20. FS: Troy Petteway's firewall forward 21. Re: mims firewall 22. Re: Engine RPM and Props. ---------------------------------------------------------------------- Subject: RE: Prop pitch From: "Wayne DeLisle Sr." Date: Mon, 16 Aug 1999 06:53:44 -0400 X-Message-Number: 1 At 09:59 PM 08/15/1999 -0500, you wrote: >Wayne Wrote: >Another possible problem is your propeller's actual pitch. According to a >chart >I have, the speed and rpm that you reported previously indicate that your >pitch is somewhere around 50", rather then the 46" that you reported > > >When it comes to prop pitch I don't have a clue. any information on pitch >would be helpful and how do I check the pitch of my prop and what type of >tools do I need to check it? If It were my prop, I would remove it and lay it on a flat clean table with the flange face down, then measure the inclosed angle from the bottom face of the blade to the surface of the table. A cheap plastic child's variable protractor should work just fine. I would measure each blade at 2 places, the tip, and at the 75% diameter. For a 52" prop, these measurements will be something like this: Tip (26" from center hole) 75% station (20" from center hole) 46" pitch angle ~15.5 deg. ~20 degree 50" pitch angle ~17.3 deg. ~22 degree (the ~(tilde) indicates more or less). There are ways to measure the prop on the airplane, but I've never done it and don't know how to tell you how to do it. There is bound to be someone reading this who can explain how to do it. Good luck, WD --------------------------------------------------------- Wayne DeLisle Sr. Charlotte, North Carolina USA mailto:dodger@accessnode.net http://accessnode.net/~dodger --------------------------------------------------------- Project Viking "Daring to venture forward from the Dark Ages" online FAQ/manual at http://www.evansville.net/~boeing/project_viking ---------------------------------------------------------------------- Subject: Re: mims firewall From: "Richard Parker" Date: Mon, 16 Aug 1999 04:15:40 PDT X-Message-Number: 2 Haris said something about nails holding your firewall on? Is that temporary or permanent? Rich Parker _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ---------------------------------------------------------------------- Subject: Re: Longer range tank From: "Richard Parker" Date: Mon, 16 Aug 1999 04:23:47 PDT X-Message-Number: 3 Will it allow you to have a passenger? Rich Parker >Here is something some of you might want to look into. I bought a >polyetheylene 6.6 gal fuel tank from JC Whitney Co. for $23.99. It is on >page >142 of their catalog under Marine Fuel Tank. I use it as an auxillary >longer >range tank. It fits perfectly in the right front seat area between the >front >and rear spars. I mounted a solid state fuel pump onto the lower front of >the >main spar and hooked a line up to the header tank from the aux tank. It has >a >fuel guage in the cap along with an air vent and a standard screened fuel >withdrawal fitting 1/4" x 18 npt (internal) In short it is neat. It also >makes a nice arm rest. Don Clarke _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ---------------------------------------------------------------------- Subject: Re: DAR, KR2S wing templates From: "Mark Langford" Date: Mon, 16 Aug 1999 06:39:14 -0500 X-Message-Number: 4 Rich McCall wrote: > Does anyone know how or who I can contact to determine who the EAA DAR > for Kileen, TX or the general area so I can get my spars inspected? At the risk of stating the obvious, call the local EAA chapter and ask them. If you need to find the local EAA chapter, call the EAA and ask them. > the KR2S plans call for four; the book shows a 36" rib on the tip and the > KR2Sc > plans shows a 30" and 29" rib on the tip. So the question is, "how do you > build > these things? Follow the KR2S plans. They were updated, but the KR2 plans were never altered so that the same plans could be used for either version (although I'd bet that very few KR2's are being built now!). As for templates, the 30" template is for the tip at the end of the wooden spars, while the 29" template is the one that is used at the end of the foam/glass spar "extension". Those plans are the definition of confusing, especially the dimensions (with or without the plywood skins, while drawn without). If you sit down with them for several hours and scribble all over them, you can eventually make them understandable, but don't take any beer with you... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: Engine Help Please! From: "Richard Parker" Date: Mon, 16 Aug 1999 04:41:50 PDT X-Message-Number: 5 Also if you have primer tubes and fittings check those for leaks as well. RP > > -Steve >It sounds like you have a vacuum leak in the intake or carb >gasket area. Does it stumble when you first give it full throtle? >Maybe this will help. >Mike C. > >--- >You are currently subscribed to kr-net as: richontheroad@hotmail.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ---------------------------------------------------------------------- Subject: Re: RE; first flight and prop pitch. From: tom Date: Mon, 16 Aug 1999 09:39:33 -0400 X-Message-Number: 6 Wayne DeLisle Sr. wrote: > > > > There was a KR2 at Sun-n-Fun this year with a 2400cc type-4 engine running > a 54-46 prop and was flying very well. > > Based on what I've seen and read over the last few years, I'll bet that > a 52-42 would be about right for your engine. > Wayne & Mike, Actually it has a 54 x 48 Sterba. 3700 RPM max throttle, straight and level. Climbs 1300 FPM, but 75% cruise (3350 RPM) feels like it's working too hard. I find that I throttle back to 31-3200 where it feels better. I'm having a new prop made- 54 X 52 to lower the cruise RPM. Should put 75% cruise at about 3150 RPM. Should have it on at the gathering. P.S.- It's gonna look a little different. No hints tho. Mike- On a tri-gear, you may as well use 54" dia., there is plenty of clearance. It will help your climb. You need about 400 RPM. You'll get about 50 for every inch of pitch you cut off, or inch of diameter. You do the math. #:) -- Tom Crawford Gainesville, FL N262TC Mailto:toys@atlantic.net http://www.tomshardwoodtoys.com ---------------------------------------------------------------------- Subject: Re: RE; first flight and prop pitch. From: "Wayne DeLisle Sr." Date: Mon, 16 Aug 1999 09:53:11 -0400 X-Message-Number: 7 At 09:39 AM 08/16/1999 -0400, you wrote: >Wayne & Mike, > >Actually it has a 54 x 48 Sterba. 3700 RPM max throttle, straight and >level. Climbs 1300 FPM, but 75% cruise >(3350 RPM) feels like it's working too hard. I find that I throttle back >to 31-3200 where it feels better. >I'm having a new prop made- 54 X 52 to lower the cruise RPM. Should put >75% cruise at about 3150 RPM. Should have it on at the gathering. >P.S.- It's gonna look a little different. No hints tho. > >Mike- On a tri-gear, you may as well use 54" dia., there is plenty of >clearance. It will help your climb. You need about 400 RPM. You'll get >about 50 for every inch of pitch you cut off, or inch of diameter. >You do the math. #:) >>-- >Tom Crawford Hi Tom, Thanks for the follow up. Sure wish I could get a chance to see your plane again, especially the engine installation. Don't look like I'm going to make the gathering though. More health problems I'm afraid. If you remember me from S-n-F, I was the old fat bald guy with the cane. Well, the cane is gone and I've lost 15 lbs., but I have some neurological problems such that I'll never be able to get my medical, unless they can be solved. At least I can walk now so that's something. The KR is on hold for who knows how long. I am going to get working on my engine though. Soon I should have a lathe and milling machine to work with and will build my own version of the force one hub/bearing that GPASC sells. Also, I'm going to build a prop duplicator and start carving props to keep me occupied. WD --------------------------------------------------------- Wayne DeLisle Sr. Charlotte, North Carolina USA mailto:dodger@accessnode.net http://accessnode.net/~dodger --------------------------------------------------------- Project Viking "Daring to venture forward from the Dark Ages" online FAQ/manual at http://www.evansville.net/~boeing/project_viking ---------------------------------------------------------------------- Subject: Re: Engine Help Please! From: Donald Reid Date: Mon, 16 Aug 1999 10:35:48 -0400 X-Message-Number: 8 Steve Glover wrote: > > My CHT keeps climbing above 500 degrees. The cylinders hang out in the > breeze and get pleanty of air. The first engine didn't have a coolong > problem in the same configuration. I know it is not a KR but it has the VW > and I didn't know where else to go for advice. There seems like there are > quite a few knowledgable people here so I thought I would ask. You say the cylinders are hanging out in the breeze, so that implies to me that there is no cooling shroud of any sort. You may need an "eyebrow" style scoop to direct air down and through the cylinders. Look at a Piper Cub. The cylinders are out in the breeze, but there is a small scoop above each cylinder bank. -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Re: kr-net digest: August 12, 1999 From: Donald Reid Date: Mon, 16 Aug 1999 10:39:03 -0400 X-Message-Number: 9 Richard McCall wrote: > > Does anyone know how or who I can contact to determine who the EAA DAR > for Kileen, TX or the general area so I can get my spars inspected? There is no such thing as an EAA DAR. If you mean the local EAA Technical Designee, contact the local EAA chapter and ask them. If you mean the FAA Designated Airworthiness Representative, contact the local FAA FSDO and ask them. -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Re: kr-net digest: August 12, 1999 From: "R.W. Moore" Date: Mon, 16 Aug 1999 10:44:07 -0400 X-Message-Number: 10 The last word (along time ago) was only one inspection when you are ready fly. Call the FAA. they can gove you advise. They will have a 800 nymber. R. W. Moore ----- Original Message ----- From: Richard McCall To: KR-net users group Sent: Sunday, August 15, 1999 11:50 PM Subject: [kr-net] Re: kr-net digest: August 12, 1999 > Does anyone know how or who I can contact to determine who the EAA DAR > for Kileen, TX or the general area so I can get my spars inspected? > > Also need to know who has built the KR2S spars. The builder's book and > plans > I have from RR are confusing. The book calls for three foam ribs in the > wing and > the KR2S plans call for four; the book shows a 36" rib on the tip and the > KR2Sc > plans shows a 30" and 29" rib on the tip. So the question is, "how do you > build > these things? > > Rich McCall > > >Subject: Re: KR Gathering and Spar Question > >From: Mark Jones > >Date: Thu, 12 Aug 1999 06:55:37 -0500 > >X-Message-Number: 1 > > > >"T.Flemming" wrote: > > > >> Do the spars need to be inspected before closing them up with plywood > >> by anyone? > > > >Trent, > >It is always best to have any area that is going to be closed > >permanently inspected by someone other than yourself. Anytime I get to > >that point, I call my EAA Tech Counselor and have him come over and do > >an inspection. Plus the FAA loves to see that this has been done by an > >EAA Tech Counselor. Be sure to include the inspections in your > >construction logbook. > > > >Mark Jones (N886MJ) > >Waukesha, WI > >flykr2s@execpc.com > >http://sites.netscape.net/flykr2s/homepage > > > > --- > You are currently subscribed to kr-net as: rwmoore@alltel.net > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: 2nd Flight N998MG From: "Henning Mortensen" Date: Mon, 16 Aug 1999 08:35:11 PDT X-Message-Number: 11 >From: "garbez" >I do have to say one thing, I wish I >paid more attention to the weight when building it, this was my first >airplane attempt and I did not think I was building it heavy, but somewhere >the weight is just in it? This is why I think it so important that we start sharing weights of individual pieces. What should an outer wing panel weigh? Henning Mortensen KR2 - Regina SK. Canada mailto> henning_kr2@hotmail.com ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ---------------------------------------------------------------------- Subject: Fw: KR2S construction From: "Mark Langford" Date: Mon, 16 Aug 1999 10:57:18 -0500 X-Message-Number: 12 KRNetters, I got the following from a builder near Spain. Could we the discuss this engine issue a little and I'll forward the results to him? It's been a while since we debated the Soob vs everythingelse, and I'm not sure that Stratus is the best choice either. My personal opinion is that Soobs tend to be heavier than advertised, but I'm fairly uneducated about Soobs, being a VW guy. Corvairs are probably non-existent in Spain, so I didn't bother mentioning it. I answered that the RR flap handle will work fine for the belly brake, but you creative types may have better ideas. Feel free to email him direct too... Thanks a lot, Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford > > -----Original Message----- > > From: cviader [SMTP:CVIADERC@nexo.es] > > Sent: Thursday, August 12, 1999 1:51 PM > > To: Mark Langford > > Subject: KR2S construction > > > > Dear Mark: We are two partners in the process of building a kr2s. Having > > the airframe almost completed we have to decide which engine to install, > > it > > seems it will be a Stratus EA81. Do you think it is a good choice?. We > > live > > in Menorca, an island in Balears, east Spain, so we will be flying over > > the > > sea many times. > > We have had contact with Stratus and they cannot provide an engine mount > > for our aircraft.Have you idea where can we buy it?. > > Concerning the airbrake we are installing, could the flap handle sold by > > RR work OK to activate it. We have not found in the web much information > > about airbrakes. > > Thanks indeed for your great cooperation thru the web. > > > > Rafael Segui and Carlos Viader > ---------------------------------------------------------------------- Subject: Re: Wood Grain and Bolted Joints (Very Long) From: "Eduardo Iglesias" Date: Sat, 14 Aug 1999 23:32:07 -0300 X-Message-Number: 13 Mike Do you mean that pilot's weight and copilot, but that of the tanks of fuel is included in the one from the wings to the effects of the static load? But in fact wich weights you take in bill to calculate the static load and to how many should " G " load the wing? They are things that I don't have even very clear. Mike wrote: ...>The weight of the pilots kinda figures in to the equation weirdly too >because they are not really sitting in the fuselage but rather ON THE >SPARs themselves. The weak area (if there is one) is where the load is >transferred to the main spar where it exits the fuselage. Well the >pilot weight is not part of this load, only the fuselage and things that >are connected to it. Don, straighten me out here if I am wrong. >Something else that I kinda wonder about is when builders don't >permanently mount the seat back in place. This looks to me like a shear >web to keep the fuselage square. Is it not? > >This is a strong airframe guys, the WAFs and the way they attach have an >incredible amount of safety margin built in to them. > >-- >zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz >Micheal Mims >Filling and Sanding again! >http://www.fortunecity.com/marina/anchor/270/ >http://members.home.com/mikemims/ >Aliso Viejo CA >^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ > >--- >You are currently subscribed to kr-net as: emiglesias@cpenet.com.ar >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: Longer range tank From: DClarke351@aol.com Date: Mon, 16 Aug 1999 19:43:58 EDT X-Message-Number: 14 No, unless he is a new born. This just for those who fly long distances solo, like me. ---------------------------------------------------------------------- Subject: Re:Killeen DAR/Tech Counselor From: jscott.pilot@juno.com Date: Mon, 16 Aug 1999 18:44:34 -0700 X-Message-Number: 15 On Sun, 15 Aug 1999 22:50:56 -0500 "Richard McCall" writes: >Does anyone know how or who I can contact to determine who the EAA DAR >for Kileen, TX or the general area so I can get my spars inspected? > >Also need to know who has built the KR2S spars. The builder's book and plans >I have from RR are confusing. The book calls for three foam ribs in the wing and >the KR2S plans call for four; the book shows a 36" rib on the tip and the KR2Sc >plans shows a 30" and 29" rib on the tip. So the question is, "how do you build >these things? > >Rich McCall > Rich, The most current info is on the EAA web page "http://www.eaa.org". However, my couple of years old Tech Counselor book says Robert Easland - Killeen (817) 865-2145. Tech counselors are usually at least as knowledgeable as the DARs and will probably cost you a cup of coffee for the inspection. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Re: Engine Help Please! From: jscott.pilot@juno.com Date: Mon, 16 Aug 1999 19:21:44 -0700 X-Message-Number: 16 On Sun, 15 Aug 1999 21:41:50 -0700 Mike Mims writes: >Mike Mims wrote: >> > If your Oil temp is going outa site and you can keep it from pegging >the needle on the CHT then run it. Other wise you may have a vacuum leak >or something. > >Should have said "If your oil temp is NOT going outa site". Man I have >had a had time typing lately! > >-- >zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz >Micheal Mims Mike expressed my exact thought. Most fresh top ends will run hot for a while. If it doesn't, then it must be pretty loose. New parts will run hot until broke in. In my past experience, they run pretty hot for the first couple of hours, then then gradually run a bit cooler until about 10 hours later it is back to normal. A tighter engine will run hotter longer. Best clue is that the oil temp will also be running very hot as it cools the head, pistons and cylinders. Also, even if your cylinders are sticking out int he wind, you might want to consider some sort of shrouding ala Piper Cub and a few VW designs. they all use some sort of shrouding to redirect the air flow for better cooling. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Engine RPM and Props. From: GARYKR2@cs.com Date: Mon, 16 Aug 1999 21:25:33 EDT X-Message-Number: 17 I just finished playing the prop game this past weekend. It only took 1 year and 4 months, but now she's turning where I want it to. 1st prop: Warnke 52/52 - 2700 static, 3100 flat out. ( almost constant speed ) 2nd prop: Props Inc. 52/48 - 2700static, 3100 flat out. 3rd prop: Props Inc. 52/44 - 2800 static, 3250 flat out. ( 4in. pitch taken out of #2 prop ) 4th prop; Warnke 52/ 46 - 3000 static, 3350 flat out. I thought something was also out of wack with the engine. So I was tweeking there also. Turned out the tach was reading slower the faster the engine turned, but only above 2800 rpm. The new numbers are 3100 static, 3750 flat out. Remember, these engines ARE MADE TO TURN UP. Go into the books and you'll find this to be true. Why is it every time someone puts an auto engine in an airplane, people freek out at any thing over 2800 rpm. Stock O-200s turn 4000+ rpm in the racers and don't blow up. P-51s,P-40s,P-38s, ect. all turned 4 to 6 grand as nomal rpm's. I could three books as to why higher rpm's are better. If you think I'm full of it, I'd be happy to chat on the phone about it. So, TURN'EM UP AND LET 'EM ROAR!!!!!!! Gary Hinkle, Middletown,Pa. garykr2@cs.com ---------------------------------------------------------------------- Subject: Re: mims firewall From: Mike Mims Date: Mon, 16 Aug 1999 18:32:23 -0700 X-Message-Number: 18 Richard Parker wrote: > > Haris said something about nails holding your firewall on? > > Is that temporary or permanent? > Yeah I used 3/4 inch brads to secure the firewall to the fuselage while the flox cured. They are coated galvanized brads so I may leave them in if they are to difficult to remove. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.fortunecity.com/marina/anchor/270/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: Engine Help Please! From: "Steve Glover" Date: Mon, 16 Aug 1999 19:44:25 X-Message-Number: 19 I talked to Steve at GPAS today. He said it sounded like a leak somewhere to him too. I am going to try a leak down test first and then start looking at all my fittings/connections. I have a little over two hours on the engine still with no luck. Oil temp is staying about 180 with good pressure. Thanks for all the responses! I'll let you know what I come up with. Steve ---------------------------------------------------------------------- Subject: FS: Troy Petteway's firewall forward From: "Mark Langford" Date: Mon, 16 Aug 1999 22:08:21 -0500 X-Message-Number: 20 KRNetHeads. I just talked to Troy Petteway. He's still loving the new wing, and says it's greatly improved over the original. His CG is identical to before, although he's a very few pounds heavier. He's still working on the numbers, but he just plain loves the difference. Says the plane is far more stable at high speed, and has exceeded Vne without a problem. He says the old wing just got more and more squirrely the faster he went, but this one gets even better as speed increases. I guess that's what happens when you design an airfoil to fit a particular airplane/speed/weight combination. I'll save the rest for him to explain at the Gathering. The big news though is that he got a screamin' deal on a C-85 and wants to put it on his plane. He wants to sell the firewall forward (and that means a Revmaster 2100 VW with prop, spinner, alternator, accessory case, mount, and everything but the cowling, gascolator, and ignition system) for $4000 (or best offer). Keep in mind that he JUST went thru the thing with a fine tooth comb, added the individual larger valve Scat heads, dual Mikuni carbs, and new Mark Stephens "prop" cam, and has been amazed at the power difference. And, in case you didn't know it, besides being a positively amazing pilot, he's also a VW whiz and an A&P. This engine (before the recent round of improvements) powered his plane to two victories at the Sun N Fun 100 races in past years. You can reach him at 931-381-7680 on Central Standard time, or leave a message. If you want a jump start on your engine at a bargain price, this would be it... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: mims firewall From: Mike Mims Date: Mon, 16 Aug 1999 22:41:03 -0700 X-Message-Number: 21 Mike Mims wrote: > > Richard Parker wrote: > > > > Haris said something about nails holding your firewall on? > > > > Is that temporary or permanent? > > > > Yeah I used 3/4 inch brads to secure the firewall to the fuselage while the flox cured. They are coated galvanized brads so I may leave them in if they are to difficult to remove. > Also before someone attacks me for the additional weight of the nails (brads), we are talking less than an ounce here so its no big deal. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.fortunecity.com/marina/anchor/270/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: Engine RPM and Props. From: Mike Mims Date: Mon, 16 Aug 1999 22:50:47 -0700 X-Message-Number: 22 GARYKR2@cs.com wrote: > <<<>>> I think it would be really helpful during the testing phase of any new homebuilt to have a manifold pressure gauge installed. If you are loading up the engine with a prop that has too much pitch the manifold pressure goes through the roof. This is far more detrimental to the engine than running it at a higher RPM and a lower map. I am with you on turning these little engines up to the higher RPMs. It seems the guys who run the dog pee out of them have less trouble than the guys who baby them. 3350 RPM for the 2180 cc and 2300 cc seems to be the RPM where the engine feels like its happy (all day cruise). Your mileage may vary. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.fortunecity.com/marina/anchor/270/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ --- END OF DIGEST --- You are currently subscribed to kr-net as: johnbou@timberline.com To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com