From: To: Subject: krnet Digest 29 May 2000 13:05:49 -0000 Issue 35 Date: Monday, May 29, 2000 5:06 AM krnet Digest 29 May 2000 13:05:49 -0000 Issue 35 Topics (messages 765 through 787): ENGINE FOR SALE 765 by: Tracy & Carol O'Brien 771 by: Tlongcrier.aol.com 776 by: virgnvs.juno.com 780 by: AviationMech.aol.com Re: Canopy 766 by: Tracy & Carol O'Brien Why Kevlar? 767 by: WMWingz.aol.com Re: Composite Sandwich Question ... 768 by: Gaston Landry Re: Stall warning device and etc. 769 by: KR2616TJ.aol.com V speeds. 770 by: KR2616TJ.aol.com Re: Fuel tank epoxy 772 by: GARYKR2.cs.com 779 by: AviationMech.aol.com Re: fuel gauge 773 by: GARYKR2.cs.com 775 by: Tim Bellville 781 by: AviationMech.aol.com 784 by: w.g. kirkland 787 by: Frank Ross Re: Sling Seat is for the birds! 774 by: GARYKR2.cs.com 777 by: JEAN VERON KR2S Side Panel Construction 778 by: ACMan5548.aol.com 786 by: WA7YXF.aol.com Pasesetter prop company still in business???????? 782 by: DONAN5.aol.com fittings 783 by: w.g. kirkland Interesting item on eBay web site item#343749527: Chevrolet Corvair (1966) Crankshaft 785 by: flykr2s.execpc.com Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Fri, 26 May 2000 20:09:23 -0700 To: virgnvs@juno.com,cschmidt@kaydon.com From: Tracy & Carol O'Brien Cc: krnet@mailinglists.org Subject: KR>ENGINE FOR SALE Message-Id: <3.0.3.32.20000526200923.006ea120@localaccess.com> Netters: My 1641 is for sale! It was built up for me several years ago by our local VW guru and has never been run. (It has been stored with the rocker arms removed to preclude any damage to the cam or tappets). It has new dual port heads, new 87mm pistons and jugs, Great Plains shrink fit hub installed, Grat Plains oil filler/vent unit installed, and a top mounted 1.5" bore SU side draft carb on a custom built manifold. Included with the engine are the following items: new 009 distributor Hitachi alternator set up to direct drive off the flywheel end extra valve covers (Chrome, still in package) 4 into 1 header kit, dune buggy style, still in box extra pushrod tubes, Great Plains, still in package swivel type rocker feet, still in package "How to hot rod Volkswagen Engines" by Bill Fisher "How to Rebuild Your Volkswagen Engine" by Tom Wilson plus a Great Plains engine assembly manual I'm asking $1500.00 with the SU carb or $1450 w/o the carb (I'll use it on my EA81), and I'll split the cost of shipping with the buyer. Regards, Tracy O'Brien 360-748-4089 fax 360-740-0504 tracy@localaccess.com PS: I can even take Visa, Mastercard or Discover ------------------------------ Date: Sat, 27 May 2000 18:56:00 EDT To: tracy@localaccess.com, virgnvs@juno.com, cschmidt@kaydon.com From: Tlongcrier@aol.com CC: krnet@mailinglists.org Subject: Re: KR>ENGINE FOR SALE Message-ID: <7d.5744e7c.2661ac80@aol.com> In a message dated 5/26/00 10:11:54 PM Central Daylight Time, tracy@localaccess.com writes: << mounted 1.5" bore SU side draft carb on a custom built manifold. >> Tracy, I'd sure like to see how that SU sidedraft Carburetor and intake manifold is designed and installed. Any sketches, drawings, pictures or even a verbal explanation? I have such and SU and am interested in using it......either as a top or bottom mount......even a rear mounting. Thanks Thurman Longcrier TLongcrier@aol.com Florence, AL ------------------------------ Date: Sat, 27 May 2000 21:51:08 -0700 To: Tlongcrier@aol.com From: virgnvs@juno.com Cc: tracy@localaccess.com, virgnvs@juno.com, cschmidt@kaydon.com, krnet@mailinglists.org Subject: Re: KR>ENGINE FOR SALE Message-ID: <20000527.215322.-216057.3.virgnvs@juno.com> Me too, Virg On Sat, 27 May 2000 18:56:00 EDT Tlongcrier@aol.com writes: > In a message dated 5/26/00 10:11:54 PM Central Daylight Time, > tracy@localaccess.com writes: > > << > mounted 1.5" bore SU side draft carb on a custom built manifold. > >> > > Tracy, > > I'd sure like to see how that SU sidedraft Carburetor and intake > manifold > is designed and installed. Any sketches, drawings, pictures or even > a verbal > explanation? > > I have such and SU and am interested in using it......either as > a top or > bottom mount......even a rear mounting. > > Thanks > > Thurman Longcrier > TLongcrier@aol.com > Florence, AL ------------------------------ Date: Sun, 28 May 2000 12:13:46 EDT To: virgnvs@juno.com, Tlongcrier@aol.com From: AviationMech@aol.com CC: tracy@localaccess.com, cschmidt@kaydon.com, krnet@mailinglists.org Subject: Re: KR>ENGINE FOR SALE Message-ID: In a message dated 5/27/00 9:51:32 PM Eastern Daylight Time, virgnvs@juno.com writes: << I'd sure like to see how that SU sidedraft Carburetor and intake > manifold > is designed and installed. Any sketches, drawings, pictures or even > a verbal > explanation? >> Me too!! BTW the Limbauch, German type 4 (certified) uses twin Stromberg carbs (simular to SU) Orma aviationmech@aol.com http://members.aol.com/aviationmech ------------------------------ Date: Fri, 26 May 2000 20:30:44 -0700 To: "GIJSEN Mark (BMB)" , "'krnet@mailinglists.org'" From: Tracy & Carol O'Brien Subject: Re: KR> Canopy Message-Id: <3.0.3.32.20000526203044.0072c134@localaccess.com> Mark, et al, The canopies used on the -2 and 2S (and Dragonfly) are not a shape that a free blown bubble will assume. They have to be formed over or into custom built tooling. When male tooling is used, the heated plexy is pulled down over the fabric covered form using a frame and a lot of hands. When female tooling is used, the inside of the tooling is coated with forming grease to preclude scratches and the heated plexy is pulled into the tool with vacuum. Regards, Tracy O'Brien At 11:46 AM 05/26/2000 +0200, GIJSEN Mark (BMB) wrote: >-Does anyone know more about actually forming a canopy yourself. >I've checked the various sources (web) but didn't find alot. >It seems to me it would be very difficult to achieve a good result, but alot >of us homebuilders aren't afraid of difficult job, otherwise we wouldn't be >building a plane in the first case. So what's the REAL problem here? > >Mark Gijsen >mailto:mark.gijsen@mobile.belgacom.be > >--------------------------------------------------------------------- > >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >For additional commands, e-mail: krnet-help@mailinglists.org > > > ------------------------------ Date: Sat, 27 May 2000 00:08:45 EDT To: krnet@mailinglists.org From: WMWingz@aol.com Subject: KR> Why Kevlar? Message-ID: The benefits and difficulties in working with Kevlar are well documented and= =20 very real. Short of using a water jet, it is almost impossible to get a clea= n=20 edge on a Kevlar part. If this fuzziness bothers you, a trick I use quite=20 often is to design the lay-up so that the Kevlar does not come out to the=20 trimmed edge of the part. Use a narrow strip of Carbon around the edges -=20 Kevlar parts such as cowlings can usually stand a little more stiffness=20 around the edges anyway =E2=80=94 and you will get a very clean edge on your= part. Thanks Bill McCraw Wmwingz@aol.com ------------------------------ Date: Sat, 27 May 2000 06:00:29 ADT To: krnet@mailinglists.org From: "Gaston Landry" Subject: Re: KR> Composite Sandwich Question ... Message-ID: <20000527090029.70291.qmail@hotmail.com> Bill, I apologize for my ignorance... you'll have to keep in mind that I'm just a wannabe pilot, and don't actually have any experience in building... I was just relaying information I had heard pertaining Kevlar in particular, in different use, and wasn't aware that all types of fiberglass suffered from that problem. Gaston >From: "w.g. kirkland" >To: "Gaston Landry" , >Subject: Re: KR> Composite Sandwich Question ... >Date: Fri, 26 May 2000 00:37:26 -0400 > >Don't all glass's deteriorate under UV? Isn't that why u use a UV screen >when finishing? >W.G.(Bill) KIRKLAND >kirkland@vianet.on.ca > >---------- > > From: Gaston Landry > > To: krnet@mailinglists.org > > Subject: Re: KR> Composite Sandwich Question ... > > Date: Wednesday, May 24, 2000 4:27 PM > > > > > > I've heard somewhere that Kevlar deteriorates under UV... not sure if >that's > > true of ALL types of Kevlar, but I'm thinking if I wanted to use Kevlar >on > > one side of the sandwich, I'd pick the inside... (unless the heat from >the > > engine on the cowling could be an issue...) > > > > >From: Ross Youngblood > > > > >... Or, you can use Kevlar on one side of the > > >sandwich and glass (1 layer only) on the other... > > ________________________________________________________________________ > > Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com > > > > > > --------------------------------------------------------------------- > > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > > For additional commands, e-mail: krnet-help@mailinglists.org ________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com ------------------------------ Date: Sat, 27 May 2000 07:55:18 EDT To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> Stall warning device and etc. Message-ID: <6.6831fd5.266111a6@aol.com> In a message dated 05/26/2000 6:26:50 PM Eastern Daylight Time, n4dd@email.msn.com writes: << A friend of mine sells an "Angle Of Attack Indicator " for homebuilts and ultralights. His web page is : www.riteangle.com . Jean Veron >> Guys, I hate to get on the KISS principle but let's look at stalls (my pet piv). An airplane wing stalls at the same angle of attack with no regard to speed. You can certainly use an indicator mounted outside the cockpit, or inside. This only applies in a wings level attitude. Any bank angles will increase stall speeds, thereby reducing the effectiveness of your stall warning system. Think about it, if you really, really, really want to have a visual cue as to an impending stall, mount the angle of attack indicator inside the cockpit. If the indicator is about to hit the stops, unload the back pressures. All you need is something that will swing and hit the stop at the attitude at which your airplane stalls. I can really get on my soapbox in this area. In commercial training you are taught to fly an airplane using visual cues for reference, and obtaining max performance (which does not mean max speed). Take your airplane up, slow it down to find your Vmc, add about 5 to it and leave to power alone, pull the nose up, see where the reference point is on your airplane when the wings break. Now, remember that attitude...........that is position it will stall at in a wings level attitude, EVERY time, with no regard to speed. The most basic concept in flying...........pitch for airspeed, power for altitude. IMHO, don't trust something mechanical to tell you something you should be able to see. Not trying to be condescending, just trying to make a point. I like the idea of the Oshkosh thing, I'm planning on camping next to the Bonanza. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Sat, 27 May 2000 18:53:26 EDT To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: V speeds. Message-ID: OK guys, let's start a discussion. Be sure and hit reply all. I would like to formulate a statistical analysis on all V speeds on the KR. We can't hit this exact, but we can get close. Here's what I need. 1. Your stall speed. 2. Your airplane empty weight. 3. Whether your airplane in retract or fixed, if fixed nose gear or taildragger. 4. Change in stall speed at gross and single pilot. 5. Be sure this is a power off stall, nothing with power. 6. FPM descent, power off, at a couple of speeds. Be sure and give me your stall speeds in straight and level flight and out of ground effect (remember, all stalls should start with a recovery in excess of 1500 AGL). Now here is where the discussion comes in. I need what the true G rated loads of the KR are. Let's not rely on the "published" numbers, we all know that mathematics prove the numbers to be unrealistic. If we want some good V speed numbers, I really need real world loads. This is just as important as the actual speeds. I think I hit both the flying group and text book group:-). What I'm looking for are Va, Vno, Vso or Vmc and I'll try for Vx and Vy. If we just come up with Va then we know the number at which the application of full available control pressures, the airplane will stall prior to structural failure. Guys, be sure and hit reply all and you lurkers, ring in with your thoughts. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Sat, 27 May 2000 20:44:27 EDT To: ron.martha@mindspring.com, joe.kr2s.builder@juno.com, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> Fuel tank epoxy Message-ID: <15.45de4f5.2661c5eb@cs.com> In a message dated 5/22/00 11:25:22 PM Eastern Daylight Time, ron.martha@mindspring.com writes: << Joe; Polyester resin is not epoxy, and not very suitable for structural parts. It's boat stuff. Ron Freiberger...In Sunny Kokomo mailto:ron.martha@mindspring.com >> I will have to disagree with this statement. A boat hull takes a worse beating than the airplane ever will. The resin that Joe is using has been working fine on my "2." I not only made my tanks with it, but used it for structural also. The test lay-ups proved to be very strong. They were bent, twisted, pulled, baked, frozen, drilled, and smashed. Don't forget, Polyester was used before epoxy was. I am very happy with the 6060-5 from A/C Spruce. Gary Hinkle(A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Sun, 28 May 2000 12:13:47 EDT To: GARYKR2@cs.com, ron.martha@mindspring.com, joe.kr2s.builder@juno.com, krnet@mailinglists.org From: AviationMech@aol.com Subject: Re: KR> Fuel tank epoxy Message-ID: <90.4ede2ae.26629fbb@aol.com> Epoxy Vs Polyester resins. Each type has its uses. for example epoxy is better at penatrating the fibers of wood. Polyester is better around fuel. Orma aviationmech@aol.com http://members.aol.com/aviationmech ------------------------------ Date: Sat, 27 May 2000 21:04:04 EDT To: kirkland@vianet.on.ca, rossy@teleport.com, kr2sflyer@yahoo.com From: GARYKR2@cs.com CC: krnet@mailinglists.org Subject: Re: KR> fuel gauge Message-ID: <94.4f12102.2661ca84@cs.com> In a message dated 5/24/00 12:15:27 PM Eastern Daylight Time, kirkland@vianet.on.ca writes: << My gauges read fine when full but still read 1/8th tank when the engine went sput sput. Landed forthwith and put 221/2 gal. in the 22 gal tank of my 150. Now ask where my heart was as we executed a forced landing pattern over the field. Who says they are accurate when they are empty! W.G.(Bill) KIRKLAND kirkland@vianet.on.ca >> Your not the only one to do that. The same thing happen to me a number of years back. I wasn't in the pattern, but on a long cross country, at 7500ft. The only thing that saved me was that I have a lot of sailplane time. I made it to an airport. Moral to the story-always fly the clock, not the fuel gauges. The gauges only have to be checked for "0" reading when the airplane is certified or when installing a replacement. Side note: The C414 and C421 have no fuel gauges in the tanks that are installed in the wing lockers. The pilot knows the fuel tank is empty when a low fuel pressure light comes on during fuel transfer.( note: no fuel gauge,feds certified it). Gary Hinkle(A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Sat, 27 May 2000 21:19:18 -0400 To: , , , From: "Tim Bellville" Cc: Subject: Re: KR> fuel gauge Message-ID: <002301bfc842$c132ec80$ca276520@default> Just another twist to this. Does anyone se a problem using a electric fuel gauge when the battery on board is only used for starting with no alternator. (Odessay 545pc drycell) Tim ----- Original Message ----- From: To: ; ; Cc: Sent: Saturday, May 27, 2000 9:04 PM Subject: Re: KR> fuel gauge > In a message dated 5/24/00 12:15:27 PM Eastern Daylight Time, > kirkland@vianet.on.ca writes: > > << My gauges read fine when full but still read 1/8th tank when the engine > went sput sput. Landed forthwith and put 221/2 gal. in the 22 gal tank of > my 150. Now ask where my heart was as we executed a forced landing pattern > over the field. Who says they are accurate when they are empty! > W.G.(Bill) KIRKLAND > kirkland@vianet.on.ca >> > > Your not the only one to do that. The same thing happen to me a number of > years back. I wasn't in the pattern, but on a long cross country, at 7500ft. > The only thing that saved me was that I have a lot of sailplane time. I made > it to an airport. > Moral to the story-always fly the clock, not the fuel gauges. The gauges > only have to be checked for "0" reading when the airplane is certified or > when installing a replacement. > Side note: The C414 and C421 have no fuel gauges in the tanks that are > installed in the wing lockers. The pilot knows the fuel tank is empty when a > low fuel pressure light comes on during fuel transfer.( note: no fuel > gauge,feds certified it). > Gary Hinkle(A/P) Middletown, Pa. > garykr2@cs.com > > --------------------------------------------------------------------- > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Sun, 28 May 2000 12:13:45 EDT To: Sonerai1@worldshare.net, GARYKR2@cs.com, kirkland@vianet.on.ca, rossy@teleport.com, kr2sflyer@yahoo.com From: AviationMech@aol.com CC: krnet@mailinglists.org Subject: Re: KR> fuel gauge Message-ID: <15.4645c1e.26629fb9@aol.com> In a message dated 5/27/00 9:19:43 PM Eastern Daylight Time, Sonerai1@worldshare.net writes: << Does anyone se a problem using a electric fuel gauge when the battery on board is only used for starting with no alternator. >> Most non capacitance type gauge senders are variable resisters. The output to the gauge will change as the voltage declines with the battery state of charge. This could make the reading of the fuel gauge inaccurate. Orma aviationmech@aol.com http://members.aol.com/aviationmech ------------------------------ Date: Sun, 28 May 2000 14:00:37 -0400 To: , , From: "w.g. kirkland" Cc: Subject: Re: KR> fuel gauge Message-Id: <200005281759.NAA18377@dreams.vianet.on.ca> ------=_NextPart_000_01BFC8AD.19E68B60 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Yes I fly the clocknow. My saying goes "if you aren't on the ground by four hours you will be by 4+10" W.G.(Bill) KIRKLAND kirkland@vianet.on.ca ---------- > From: GARYKR2@cs.com > To: kirkland@vianet.on.ca; rossy@teleport.com; kr2sflyer@yahoo.com > Cc: krnet@mailinglists.org > Subject: Re: KR> fuel gauge > Date: Saturday, May 27, 2000 9:04 PM > > In a message dated 5/24/00 12:15:27 PM Eastern Daylight Time, > kirkland@vianet.on.ca writes: > > << My gauges read fine when full but still read 1/8th tank when the engine > went sput sput. Landed forthwith and put 221/2 gal. in the 22 gal tank of > my 150. Now ask where my heart was as we executed a forced landing pattern > over the field. Who says they are accurate when they are empty! > W.G.(Bill) KIRKLAND > kirkland@vianet.on.ca >> > > Your not the only one to do that. The same thing happen to me a number of > years back. I wasn't in the pattern, but on a long cross country, at 7500ft. > The only thing that saved me was that I have a lot of sailplane time. I made > it to an airport. > Moral to the story-always fly the clock, not the fuel gauges. The gauges > only have to be checked for "0" reading when the airplane is certified or > when installing a replacement. > Side note: The C414 and C421 have no fuel gauges in the tanks that are > installed in the wing lockers. The pilot knows the fuel tank is empty when a > low fuel pressure light comes on during fuel transfer.( note: no fuel > gauge,feds certified it). > Gary Hinkle(A/P) Middletown, Pa. > garykr2@cs.com ------=_NextPart_000_01BFC8AD.19E68B60-- ------------------------------ Date: Mon, 29 May 2000 06:05:12 -0700 (PDT) To: krnet@mailinglists.org From: Frank Ross Subject: Re: KR> fuel gauge Message-ID: <20000529130512.21250.qmail@web4702.mail.yahoo.com> So whatever happened to drinking half a pot of coffee before takeoff. Usually cant get out of the pattern... --- "w.g. kirkland" wrote: ..I fly the clock now... W.G.(Bill) KIRKLAND kirkland@vianet.on.ca ===== Frank Ross, Major, USAF(Ret.) San Antonio, TX, __________________________________________________ Do You Yahoo!? Kick off your party with Yahoo! Invites. http://invites.yahoo.com/ ------------------------------ Date: Sat, 27 May 2000 21:09:04 EDT To: mikemims@home.com From: GARYKR2@cs.com CC: krnet@mailinglists.org Subject: Re: KR> Sling Seat is for the birds! Message-ID: <8.5934c0e.2661cbb0@cs.com> In a message dated 5/24/00 10:09:06 PM Eastern Daylight Time, mikemims@home.com writes: << > Hi Ross > I have the Rand sling seat and step directly on the center of the seat and > always have. No problem. It gets dirty and I scrub it. > Then they don't build them like they used too. I have been through two sling seats on my KR and haven't even flown it yet. After the second one started to fall apart I decided to build an aluminum sling. Save your money guys and build your own seats. -- __________________ Micheal Mims Trying to get this thing done! http://www.fortunecity.com/marina/anchor/270/ http://explanes.com/ >> Mike, if you would take your high heels off before getting in, the sling would last a lot longer. Gary Hinkle Middletown, Pa. garykr2@cs.com ------------------------------ Date: Sat, 27 May 2000 21:54:10 -0500 To: , From: "JEAN VERON" Cc: Subject: Re: KR> Sling Seat is for the birds! Message-ID: <001501bfc850$3c11c680$c4111b3f@computer> N4DD has had the same sling seat since 1976 and is still in good shape. but for you newbys the experts here don't think i know squat. Jean N4DD ( flying since 1976) ----- Original Message ----- From: To: Cc: Sent: Saturday, May 27, 2000 8:09 PM Subject: Re: KR> Sling Seat is for the birds! > In a message dated 5/24/00 10:09:06 PM Eastern Daylight Time, > mikemims@home.com writes: > > << > Hi Ross > > I have the Rand sling seat and step directly on the center of the seat and > > always have. No problem. It gets dirty and I scrub it. > > > > Then they don't build them like they used too. I have been through two > sling seats on my KR and haven't even flown it yet. After the second one > started to fall apart I decided to build an aluminum sling. Save your > money guys and build your own seats. > > -- > __________________ > Micheal Mims > Trying to get this thing done! > http://www.fortunecity.com/marina/anchor/270/ > http://explanes.com/ >> > > Mike, if you would take your high heels off before getting in, the sling > would last a lot longer. > Gary Hinkle Middletown, Pa. > garykr2@cs.com > > --------------------------------------------------------------------- > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > ------------------------------ Date: Sun, 28 May 2000 12:10:25 EDT To: krnet@mailinglists.org (krnet user group) From: ACMan5548@aol.com Subject: KR2S Side Panel Construction Message-ID: <62.3d36126.26629ef1@aol.com> I lad out my work table so I can start the sides on my KR2S. The first thing I realized is; The plans don't show the true length of the top and bottom longerons because of the curve shape. I then started thinking about some of the things guys are saying about "Banana Boat" and bending problems they have had in their construction. My question is; Wouldn't it be best to build the upper longeron and cross member structure first, (including the curve in the longeron), then build the side and bottom structure? After all that is done, then apply the plywood to the exterior? I'd like you thoughts? Tony Mission Viejo, CA ------------------------------ Date: Sun, 28 May 2000 16:14:26 EDT To: ACMan5548@aol.com, krnet@mailinglists.org From: WA7YXF@aol.com Subject: Re: KR> KR2S Side Panel Construction Message-ID: <67.4af3ad2.2662d822@aol.com> Tony, Don't worry about the "banana boat" situation. We all start out to build the perfect plane and perfect hasn't been done yet. The firewall doesn't even have to be straight if your building your own engine mount. Do your best to make the relationship between wing incidence and horizontal tail surface true along with engine and landing gear alignment. We would all like to just place a level on the top longerons or the fire wall and go, but the reference line can be anywhere. Wherever you chose be sure and note it in your builder log. Lynn Hyder WA7YXF N37LH Redmond, Oregon ------------------------------ Date: Sun, 28 May 2000 13:07:45 EDT To: krnet@mailinglists.org From: DONAN5@aol.com Subject: Pasesetter prop company still in business???????? Message-ID: Does anybody know if pasesetter prop company is still in business I have one on my 2180 VW and had a piece of scrap alumnium get sucked into it and pretty much destroyed the tips... An expensive mistake but I still have my eyes and other body parts so not all that bad... And it was the first start up of the 2180 since rebuild ,,, and it did start... but I would like to put the same prop back on.... is pacesetter props still in business or have they been bought out by somebody else. if anybody knows anything on this please email me I had a 56X46 pasesetter prob.... thanks Don Shipley ------------------------------ Date: Sun, 28 May 2000 13:44:37 -0400 To: From: "w.g. kirkland" Subject: fittings Message-Id: <200005281743.NAA15875@dreams.vianet.on.ca> ------=_NextPart_000_01BFC8AA.DD8A7F20 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit I tried to make all my fittings out of sheet stock but when u use 6061 to make a 1" hinge bracket you have a problem. The two 1/2" radius bends don't leave enough room in the throat for the bolts. Extrusions make much neater fittings but 1" channel doesn't fit inside 1 1/4" channel without removing some material. You also need something for bearings "oilite". I think 4130 would wear better . Better yet for hinges try using rod ends a la Doc. W.G.(Bill) KIRKLAND kirkland@vianet.on.ca ------=_NextPart_000_01BFC8AA.DD8A7F20-- ------------------------------ Date: Sun, 28 May 2000 12:18:37 To: krnet@mailinglists.org From: flykr2s@execpc.com Subject: Interesting item on eBay web site item#343749527: Chevrolet Corvair (1966) Crankshaft Message-Id: <20000528191837.B270FC12@bartlefrere.ebay.com> For you Corvair engine builders here ia a good deal on a 8409 crankshaft I saw for sale at eBayMotors. Title of item: Chevrolet Corvair (1966) Crankshaft Seller: sjm@cpinternet.com Starts: May-28-00 08:54:14 PDT Ends: Jun-04-00 08:54:14 PDT Price: Starts at $24.99 To bid on the item, go to: http://cgi.ebay.com/aw-cgi/eBayISAPI.dll?ViewItem&item=343749527 Item Description: 1966 Chevrolet Coravir - CRANKSHAFT 8409 - 140hp This crankshaft came out of a 1966 corvair with 140 heads on it. The crankshaft is stamped with GMT 8409 It appears to be in fine condition.The motor was running fine when I disassembled it for storage when I moved.I also have the heads and other misc. parts Please email ANY questions about the crankshaft or other parts if you are interested.I have many parts for the 140 hp motor. I will have to package the item and see what the ACTUAL shipping charges via UPS will be, so please include zip code if inquiring about s/h costs. Checks will have to clear.Money Order or Cashiers Check same or next day shipping. Thanks for your inquiries. HAPPY BIDDING and GOOD LUCK! Visit eBay, the world's largest Personal Trading Community at http://www.ebay.com ------------------------------ End of krnet Digest ***********************************