From: <krnet-digest-help@mailinglists.org>
To: <krnet@mailinglists.org>
Subject: krnet Digest 19 Oct 2001 00:19:26 -0000 Issue 309
Date: Thursday, October 18, 2001 5:19 PM

krnet Digest 19 Oct 2001 00:19:26 -0000 Issue 309

Topics (messages 7321 through 7334):

Re: Canopy Bow
	7321 by: Jerry Mahurin

Re: FW:
	7322 by: JEAN VERON

Re: New Scam:]]
	7323 by: William J. Starrs

OFF Topic, Model TU-4 (Soviet B-29)
	7324 by: Frank Ross

Epoxy & Alum
	7325 by: Gene Lukan

2002 Gathering info
	7326 by: garbez

Bonding Aluminum
	7327 by: shannon spurgeon
	7328 by: larry flesner
	7330 by: virgnvs.juno.com

Re: Digital camera's, pics for websites......
	7329 by: virgnvs.juno.com

Helpful Website
	7331 by: Frank Ross

GASOLINE OCTANE RATING AND VW ENGINES
	7332 by: ron
	7333 by: dene.collett

run out of trim(up)
	7334 by: Flymaca711689.cs.com

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----------------------------------------------------------------------
Date: Tue, 16 Oct 2001 20:47:41 -0400
To: Peg and Mike Meyer <pmmeyer@swbell.net>
From: "Jerry Mahurin" <jerrymahurin@charter.net>
Cc: "Daniel Heath" <DanRH@att.net>, "HEATH, DANIEL R" <DHEATH@scana.com>
 , "KRnet" <krnet@mailinglists.org>
Subject: Re: Canopy Bow
Message-ID: <web-594954@dc-mxdb03.cluster1.charter.net>

Mike,

At this time they are not permanently attached.  However; it
is working out that the wooden bows served only to give us
shape and the permanent ones will be of foam and fiberglass.
They will be attached the conventional way with fiberglass
and resin.....

Hope this helps some.  There are new pics on our website (
http:\\www.jerrymahurin.com ) that were made last Sunday
showing current state of the WannaBee.

Jerry Mahurin
Lugoff, SC

On Tue, 16 Oct 2001 16:12:55 -0500
 Peg and Mike Meyer <pmmeyer@swbell.net> wrote:
> Jerry:
> 
> I'm building a similiar type of gull wing canopy that you
> guys are buiding - I'm curious - how did you attach your
> canopy bows to the longerons? I've been agonizing over
> this for a little while, so I have decided to seek other
> opinions. 
> 
> Thank you,
> 
> Mike Meyer
> pmmeyer@swbell.net

<TEXTAREA NAME="Signature" ROWS="4" COLS="60"><TEXTAREA
NAME="Signature" ROWS="4" COLS="60">Jerry Mahurin
Lugoff, SC

------------------------------

Date: Tue, 16 Oct 2001 20:11:46 -0500
To: "Jim Sellars" <jsellars@auracom.com>,
	"Campbell, Hugh Justice \(JUS\) ATG" <Hugh.Campbell@jus.gov.on.ca>,
	"Dave Johnson" <davejohn@mb.sympatico.ca>,
	"Eduardo Iglesias" <emiglesias@cpenet.com.ar>,
	"Gaston Landry" <g_landry73@hotmail.com>,
	"Guenther Bryce" <guentheraviator@yahoo.com>,
	"Hebb, Derrick" <hebb.derrick@midlandtransport.com>,
	"Jacobo Zaiback" <kabuby@infonet.com.mx>,
	"Karin & Mike Cormier" <kmcorm@nbnet.nb.ca>,
	"Kevin Beckwith" <beckkevi@nbnet.nb.ca>,
	<KRkip@aol.com>,
	<krnet@mailinglists.org>,
	"larry flesner" <flesner@midwest.net>,
	"LEE TRENCHARD" <lee@m-trenchard.freeserve.co.uk>,
	"Lynn Barton" <lbarton@heritagefinancial.ca>,
	"mac payne" <macpayne@home.com>,
	"Mark Langford" <langford@hiwaay.net>,
	"Mark Terry" <markterry@home.com>,
	"Michael Myrden" <mmyrden@fox.nstn.ca>,
	"Michael Sharp" <mlsharp_1@hotmail.com>,
	"Mike Cormier" <snowyavs@hotmail.com>,
	"Mike Mueller" <mueller@eriecoast.com>,
	"Milton MacPhee" <mimac@nbnet.nb.ca>,
	"Munro, Alan" <munro.alan@jdirving.com>,
	"Obispado de Holguin - Cuba" <obiholguin@cocc.co.cu>,
	"Owen MacPherson" <omacphe@idirect.com>,
	"Phil Visconti" <vicsani@gis.net>,
	"Robbie Grove" <robbie@groveaircraft.com>,
	<rtecg@telepath.com>,
	"Shane Daly" <f4u5n@home.com>,
	"Stephen Glover" <n925sg@earthlink.net>,
	"Sterling Goddard" <sterling_goddard@hotmail.com>,
	"Tanya Kinner" <tkinner@heritagefinancial.ca>,
	"William J Crawford" <wcrawfor@cmhc-schl.gc.ca>
From: "JEAN VERON" <n4dd@msn.com>
Subject: Re: KR> Fw: FW:
Message-ID: <OE52zyUxXMCVjTE4Msw00034cdf@hotmail.com>

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As an interesting thought. American Airlines on its long morning flights =
serves baccon, sausage or ham to its first class passengers. So even if t=
he terrorist were right in their beliefs ( WHICH I STRONGLY DOUBT ) there=
fore they were burried with pigs and therefore missed out on heaven and t=
he 67 virgins. =20
Jean

----- Original Message -----
From: Jim Sellars
Sent: Tuesday, October 16, 2001 8:01 AM
To: Campbell, Hugh Justice (JUS) ATG; Dave Johnson; Eduardo Iglesias; Gas=
ton Landry; Guenther Bryce; Hebb, Derrick; Jacobo Zaiback; Karin & Mike C=
ormier; Kevin Beckwith; KRkip@aol.com; krnet@mailinglists.org; larry fles=
ner; LEE TRENCHARD; Lynn Barton; mac payne; Mark Langford; Mark Terry; Mi=
chael Myrden; Michael Sharp; Mike Cormier; Mike Mueller; Milton MacPhee; =
Munro, Alan; Obispado de Holguin - Cuba; Owen MacPherson; Phil Visconti; =
Robbie Grove; rtecg@telepath.com; Shane Daly; Stephen Glover; Sterling Go=
ddard; Tanya Kinner; William J Crawford
Subject: KR> Fw: FW:

----- Original Message -----
From: "Scott Fraser" <frasersl@ns.sympatico.ca>
To: <amr@canadianparents.com>
Sent: Monday, October 15, 2001 4:31 PM
Subject: Fwd: FW:

>
> >
> >Osama Bin Laden, your time is short;
> >We'd rather you die, than come to court.
> >Why are you hiding if it was in God's name?
> >You're just a punk with a turban; a pathetic shame.
> >I have a question, about your theory and laws;
> >"How come you never die for the cause?"
> >Is it because you're a coward who counts on others?
> >Well here in America, we stand by our brothers.
> >
> >As is usual, you failed in your mission;
> >If you expected pure chaos, you can keep on wishin'
> >Americans are now focused and stronger than ever;
> >Your death has become our next endeavor.
> >
> >What you tried to kill, doesn't live in our walls;
> >It's not in buildings or shopping malls.
> >If all of our structures came crashing down;
> >It would still be there, safe and sound.
> >Because pride and courage can't be destroyed;
> >Even if the towers leave a deep void.
> >We'll band together and fill the holes
> >We'll bury our dead and bless their souls.
> >But then our energy will focus on you;
> >And you'll feel the wrath of the Red, White and Blue.
> >So slither and hide like a snake in the grass;
> >Because America's coming to kick your ass!!!
> >
> >Keep this email going. PASS IT ON!.
>
> L. Scott Fraser
> frasersl@ns.sympatico.ca
> Phone   902-765-3388
> Fax     902-765-4165
>
> This e-mail is intended solely for the person or entity to which it is
> addressed and may contain confidential and/or privileged information.  =
Any
> review, dissemination, copying, printing or other use of this e-mail by
> persons or entities other than the addressee is prohibited.  If you hav=
e
> received this e-mail in error, please contact the sender immediately an=
d
> delete the material from any computer.
>
>

---------------------------------------------------------------------
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------=_NextPart_001_0003_01C1567E.C84F6900--

------------------------------

Date: Tue, 16 Oct 2001 18:28:54 -0700
To: "Ann Marie Starrs Kraker" <amstarrs@integrity.com>,
	"Billy Nava" <vaulter00@collegeclub.com>,
	"Joseph" <istarrs@hotmail.com>,
	"Kelly Nava" <Kelly_nava@yahoo.com>,
	"kerry starrs dashnaw" <pkdash@integrity.com>,
	"Kevin work Starrs" <kstarrs@diocesephoenix.org>,
	"Lidice Nava" <lidicenava@hotmail.com>,
	"Mark Starrs" <mstarrs9@yahoo.com>,
	"Mary Starrs" <mortistarrs@worldnet.att.net>,
	"Penny Starrs" <pennys@homemail.com>,
	"silvia starrs" <silviastarrs@hotmail.com>,
	"tammy McCarthy" <bmcart@mwsc.edu>,
	"Teresa Starrs" <teresastarrs@hotmail.com>,
	"Michel Ayala" <barjonah1@yahoo.com>,
	"tony" <paqui@aol.com>,
	"Victoe Ngia" <VicDaSlick@aol.com>,
	"Ben Ayala" <bjamin6@yahoo.com>,
	"Bill Gagnon" <wwgagnon@aol.com>,
	"bob mckenzie" <rbtfmck@juno.com>,
	"Fr. Fred LeClaire" <freddylc@juno.com>,
	"Jana Kosco" <janekosco@mac.com>,
	"Leon Ellis" <sarahellis@earthlink.net>,
	"Lou Dellert" <ldellert@txdirect.net>,
	"Martha Jarvis" <mommy@cableone.net>,
	<petersnet@trincomm.org>,
	"St. Joseph Foundation" <stjoseph@txdirect.net>,
	"Tom Woods" <woodst@sunysuffolk.edu>,
	"Jim McConnell" <skipper10@peoplepc.com>,
	"Pete Rommel" <peterommel@aol.com>,
	"Kathy Hass" <hasskate@hotmail.com>,
	"Jim Burk" <fatcat412@aol.com>,
	"Monica Rey" <caspar@mighty.net>,
	"Bob Francia" <bobfrancia@hotmail.com>,
	"KR-net" <Krnet@mailinglists.org>
From: "William J. Starrs" <bstarrs@cybertrails.com>
Subject: Fw: [FWD: [Fwd: Fwd: Fw: New Scam:]]
Message-ID: <003301c156ab$1882b4a0$02defea9@bstarrs>

----- Original Message ----- 
From: "Cora Proffit" <coraop@yahoo.com>
To: "Bre and James" <samwalkermonkey@email.msn.com>
Cc: "Tony  Sophie" <Tmont36378@aol.com>
Sent: Tuesday, October 16, 2001 10:07 AM
Subject: Fwd: [FWD: [Fwd: Fwd: Fw: New Scam:]]

> 
> > > 
> > 
> >
> __________________________________________________________________
> > 
> > > 
> 
> > 
> > wonder if this is true--just thought to pass it on
> take care--
> > 
> > 
> > > > >
> __________________________________________________
> > > >    
> >
> ---------------------------------------------------------------
> > > 
> > > > > 
> > > 
> > > ----- Original Message -----
> > > \> > Sent: Saturday, October 06, 2001 6:35 PM
> > > Subject: New Scam:
> > > 
> > > >
> > > > Subject:  Important
> > > >
> > > >
> > > > PLEASE PASS ON TO EVERYONE YOU KNOW
> > > >
> > > >
> > > > I received a telephone call last evening from an
> > individual
> > > > identifying himself as an AT&T Service
> > technician who was
> > > conducting a
> > > > test on
> > > > telephone lines. He stated that to complete the 
> > test I should touch
> > > 
> > > > nine(9),zero(0), the pound sign (#), and then
> > hang up.
> > > >
> > > > Luckily, I was suspicious and refused. Upon 
> > contacting the
> > > > telephone company, I was informed that by
> > pushing 90#,  you give the
> > > 
> > > > requesting individual full access to your
> > telephone  line, which
> > > enables
> > > > them
> > > > to place long distance calls billed to your home
> > phone number. I was
> > > 
> > > > further
> > > > informed that this scam has been originating
> > from many local
> > > > jails/prisons.
> > > >
> > > > I have  also verified this information with UCB
> > Telecom, Pacific
> > > > Bell,  MCI,  Bell Atlantic and GTE. Please
> > beware. DO NOT press 90#
> > > for
> > > > ANYONE.
> > > >
> > > > The GTE Security Department requested that I
> > share this information
> > > > with EVERYONE I KNOW.
> > > >
> > > > PLEASE pass this on to everyone YOU  know. If
> > you have mailing lists
> > > 
> > > > and/or newsletters from organizations you are
> > connected with, I
> > > > encourage
> > > > you to pass on his information  to them, too.
> > > >
> > > > After checking with Verizon they said it was 
> > true, so do not
> > > > dial(9),zero(0), the pound sign # and hang up,
> > for  anyone
> > 
> 
> 
> __________________________________________________
> Do You Yahoo!?
> Make a great connection at Yahoo! Personals.
> http://personals.yahoo.com
> 

------------------------------

Date: Tue, 16 Oct 2001 19:11:28 -0700 (PDT)
To: krnet <krnet@mailinglists.org>
From: Frank Ross <kae_ar@yahoo.com>
Subject: OFF Topic, Model TU-4 (Soviet B-29)
Message-ID: <20011017021128.76204.qmail@web14001.mail.yahoo.com>

Check this out. It is a scale model TU-4 (Soviet B-29)
with electric motors. Beautiful.
http://www.maxcim.com/customers/tu-4.html

=====
Frank Ross, San Antonio, TX,

__________________________________________________
Do You Yahoo!?
Make a great connection at Yahoo! Personals.
http://personals.yahoo.com

------------------------------

Date: Tue, 16 Oct 2001 22:02:06 -0600
To: "krnet" <krnet@mailinglists.org>
From: "Gene Lukan" <lukane@cadvision.com>
Subject: Epoxy & Alum
Message-ID: <002201c156c0$b3cf4760$a18d94cf@n2v1q5>

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Builders,

Beware, there is a problem bonding aluminum with epoxy. Andrew Marshall =
dicussed the problem in his book, Composite Basics-5.
He states that bonding made to perfectly clean but untreated aluminum =
surfaces experience a reduction in strength that is insidious. There is =
no clear relationship between the amount of time that has passed and the =
amount of reduction in the strength of the joint.

The book identifies several processes used in the aerospace industry to =
prep aluminum for bonding with epoxy but they are beyond the homebuilder =
because of extensive chemical control and large investment in equipment.

Gene Lukan
lukane@cadvision.com

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------------------------------

Date: Tue, 16 Oct 2001 23:43:27 -0500
To: "KR-POST" <krnet@mailinglists.org>
From: "garbez" <msgtlg@netins.net>
Subject: 2002 Gathering info
Message-ID: <002d01c156c7$a52f36a0$94bbfea9@msgtlg.netins.net>

KR-Netters,

You can go to the Great Plains Aircraft Supply web site and click on the
2002 Gathering Info site or go directly by clicking on
http://www.greatplainsas.com/kr2002.html  The site has all the info you
could want!

Mike Garbez N998MG 2002 Gathering Host
msgtlg@netins.net

------------------------------

Date: Wed, 17 Oct 2001 01:45:34 -0500 (CDT)
To: krnet@mailinglists.org
From: shanspur@webtv.net (shannon spurgeon)
Subject: Bonding Aluminum
Message-ID: <24466-3BCD290E-1481@storefull-622.iap.bryant.webtv.net>

Ok, you all know my past record on shooting off my mouth, so take this
for what it's worth.  I do recall back when the Sonerai series was one
of the more popular kits, there was considerable discussion on bonding
aluminum.  Cutting to the essentials, their conclusion was:  The big
thing to watch is a peel debond.  Boeing had done massive testing and
concluded that normal oxidation layers on aluminum will separate from
the base metal under peel pressure in humid conditions.  The failure
wasn't in the glue, but in the aluminum itself.  Their testing involved
driving a wedge into a non-bonded area of the test coupon, placing the
coupon in 100% humidity with heat, then measuring the growth of
separation after 24 hours.  If I recall correctly, none of these test
pieces separated completely.  Obviously a severe test.  Their conclusion
was that the most reliable bond was to phosphoric acid anodize the
aluminum before hand.  Both Boeing and Cessna still use this process in
their metal bond shops.  But these panels have nothing holding them
together other than the adhesive.  I don't know whether it is done at
Raytheon or Lear.
BUT!  There are a bunch of Sonerais out there with the skin sandpapered,
glued and pop riveted in enough locations to keep peeling from getting
started, and how many years have they been flying?  So, if you want to
take the total paranoid method, there are shops around where you can get
the phos-anode treatment done for a price.  Or, you can scuff it up,
glue it down, and just leave the temporary fasteners in place as cheap
insurance.  Periodic visual inspection should give you plenty of warning
if - IF - the bond is starting to fail.  I have no personal experience
with this, only repeating what I read about 25 years ago.
Happy building and flying,
Shannon

------------------------------

Date: Wed, 17 Oct 2001 09:56:34 -0500
To: krnet@mailinglists.org
From: larry flesner <flesner@midwest.net>
Subject: KR> Bonding Aluminum
Message-Id: <3.0.6.32.20011017095634.00866a10@pop3.norton.antivirus>

I bonded several hinges on my project as well as some .016 stainless
strips around the inside of inspection holes, access doors, etc.
and even floxed blind nuts on the back side for the small screws that
hold the plates/doors in place. I drilled a number of 1/8 inch holes 
in the alum hinge and stainless material so that the flox mixture 
would "flow" through the material and for all practical purposes,incase
the metal in flox at the bonded area. One could I suppose, place a 
layer or two of glass on the back side also to evenly spread the 
pressures applied.  Your results may vary................

Larry Flesner

------------------------------

Date: Wed, 17 Oct 2001 12:49:08 -0400
To: shanspur@webtv.net
From: virgnvs@juno.com
Cc: krnet@mailinglists.org
Subject: Re: KR> Bonding Aluminum
Message-ID: <20011017.154614.-308547.0.virgnvs@juno.com>

         Also BD-5, Virg                                                 
                   shanspur@webtv.net (shannon spurgeon) writes:
> Ok, you all know my past record on shooting off my mouth, so take 
> this
> for what it's worth.  I do recall back when the Sonerai series was 
> one
> of the more popular kits, there was considerable discussion on 
> bonding
> aluminum.  Cutting to the essentials, their conclusion was:  The 
> big
> thing to watch is a peel debond.  Boeing had done massive testing 
> and
> concluded that normal oxidation layers on aluminum will separate 
> from
> the base metal under peel pressure in humid conditions.  The 
> failure
> wasn't in the glue, but in the aluminum itself.  Their testing 
> involved
> driving a wedge into a non-bonded area of the test coupon, placing 
> the
> coupon in 100% humidity with heat, then measuring the growth of
> separation after 24 hours.  If I recall correctly, none of these 
> test
> pieces separated completely.  Obviously a severe test.  Their 
> conclusion
> was that the most reliable bond was to phosphoric acid anodize the
> aluminum before hand.  Both Boeing and Cessna still use this process 
> in
> their metal bond shops.  But these panels have nothing holding them
> together other than the adhesive.  I don't know whether it is done 
> at
> Raytheon or Lear.
> BUT!  There are a bunch of Sonerais out there with the skin 
> sandpapered,
> glued and pop riveted in enough locations to keep peeling from 
> getting
> started, and how many years have they been flying?  So, if you want 
> to
> take the total paranoid method, there are shops around where you can 
> get
> the phos-anode treatment done for a price.  Or, you can scuff it 
> up,
> glue it down, and just leave the temporary fasteners in place as 
> cheap
> insurance.  Periodic visual inspection should give you plenty of 
> warning
> if - IF - the bond is starting to fail.  I have no personal 
> experience
> with this, only repeating what I read about 25 years ago.
> Happy building and flying,
> Shannon
> 
> 
> ---------------------------------------------------------------------
> To post to the list, email: krnet@mailinglists.org , or "reply all"
> 
> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org 
> For additional commands, e-mail: krnet-help@mailinglists.org
> 
> See the KRNet archives at http://www.escribe.com/aviation/krnet/ .
> AOL and Compuserve do NOT pass KRNet email, so use some other 
> system!
> 
> 

------------------------------

Date: Wed, 17 Oct 2001 15:45:04 -0400
To: jerrymahurin@charter.net
From: virgnvs@juno.com
Cc: krnet@mailinglists.org
Subject: Re: KR> Digital camera's, pics for websites......
Message-ID: <20011017.154614.-308547.3.virgnvs@juno.com>

        Picked up Sony Mavica FD75, $379.00.
Circuit City. Thats as good as you can send on
the Internet, Virg

On Fri, 12 Oct 2001 09:40:22 -0400 "Jerry Mahurin"
<jerrymahurin@charter.net> writes:
> Netters, 
> 
> It sure took a long time for this response, but I did a lot
> of research on 
> this subject.... 
> 
> There is a lot of volitility in the digital imaging world
> right now.  But 
> the final solution that I settled on was the Sony Mavica
> FD73 (FD75 is the current model); and being the 
> Cheap Skate that I am I got a refurbished one from pcRUSH
> for $293. 
> 
> So far I am very pleased with it's performance.  Just shoot,
> put the 
> diskette in the computer and put the pic wherever you want
> it.  No 
> uploading, etc.  The battery seems to last forever.  As most
> people will 
> tell you; the biggest drain on digital camera batteries is
> during the upload 
> operation. 
> 
> The only time I use my scanner now is for scanning some old
> pics or written 
> articles.  Some will say the quality is not that of the more
> pricy cameras 
> or film; but I still have a high priced film camera for
> those rare 
> occasions.  But 99% of my photography is done with the
> Mavica now. 
> 
> I took about 90 pics at the last KR2 Gathering and it took
> me forever to 
> scan and load them into a webpage.  Of course there was the
> time and dollars 
> involved in processing the film also.  Only about 75 of them
> were useable. 
> I wish I had the Mavica then.  I would have probably taken
> more. 
> 
> 
> Jerry Mahurin
> Lugoff, SC
> 
> ---------------------------------------------------------------------
> To post to the list, email: krnet@mailinglists.org , or "reply all"
> 
> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org 
> For additional commands, e-mail: krnet-help@mailinglists.org
> 
> See the KRNet archives at http://www.escribe.com/aviation/krnet/ .
> AOL and Compuserve do NOT pass KRNet email, so use some other 
> system!
> 
> 

------------------------------

Date: Wed, 17 Oct 2001 20:36:37 -0700 (PDT)
To: krnet@mailinglists.org
From: Frank Ross <kae_ar@yahoo.com>
Subject: Helpful Website
Message-ID: <20011018033637.79532.qmail@web14007.mail.yahoo.com>

Just saw this website on another network. It may be a
place to pick up a couple of things. They have one
KR-1 for sale and one KR-2 project. Also plenty of
goodies from tools to headphones
http://skyfamily.com/donateyourplane/index.html

=====
Frank Ross, San Antonio, TX,

__________________________________________________
Do You Yahoo!?
Make a great connection at Yahoo! Personals.
http://personals.yahoo.com

------------------------------

Date: Thu, 18 Oct 2001 11:40:10 -0700
To: : <krnet@mailinglists.org>
From: "ron " <ron@jrl-engineering.com>
Subject: GASOLINE OCTANE RATING AND VW ENGINES 
Message-Id: <200110181140.AA525599022@jrl-engineering.com>

Copied this info.

Ron

Subject: Re: GASOLINE OCTANE RATING AND VW ENGINES 
From: Aussiebug@hello.net.au 
Date: 1998/01/26 
Message-ID: <885858894.1962606595@dejanews.com 
Newsgroups: rec.autos.makers.vw.aircooled 
[More Headers] 
In article , 
sterlng007@aol.com (Sterlng007) wrote: 
> > (another poster wrote) 
> > 
> >everything thing else being equal, 92 octane gas will lower cyl head temps 
> >(marginally). You do not need "higher compression" in order to burn high 
> >octane gas. However, in a un-modified modern water cooled engine, it's 
> >seldom of any benefit 
> 
> Then tell me, why do they put spacers in between the cylinders and the case to 
> lower compression and burn low octane gas in vw engines. This is common 
> practice to keep from pinging and frying a engine. 
> Ron 
Ron (and the newsgroup) 
The octane number of a gasoline is NOT a measure of it's hottness or coolness in the burning process, and it is NOT a measure of how 'powerful' it is. The octane number is simply a measure of how good the gasoline is at resisting detonation (knocking/pinging). 
The internal combustion engine is - in simple terms - a gas pump (that's "gas" as in vapour, not "gas" as in gasoline). The higher the gas pressure inside the cylinder, the more 'push' there is on the pistons, and this means the higher the power output will be. 
We create this pressure by heating a cylinder full of air; and we do this by adding a little gasoline to the air and igniting it with a spark. 
The engineers aim to get the highest possible pressure without creating uncontrolled burning of the gasoline. 
Detonation (pinging/knocking) occurs after the fuel is ignited by the spark plug, but before the flame front has finished moving across the cylinder to burn all the fuel/air mixture. Don't confuse it with pre-ignition, which occurs when the fuel is ignited before the spark occurs. 
So why does detonation occur? It relates to the nature of gasoline. Gasoline is a mixture of different hydrocarbon molecules, and some of these molecules decompose more easily than others when heated under pressure. 
So when we ignite the fuel/air mixture with a spark, the flame front starts moving across the cylinder, burning the mixture of air and gasoline vapour as it goes. This increases the temperature (and therefore the pressure) of the remaining fuel/air mixture, which starts to decompose before the flame front reaches it. If this decomposition produces 'auto-ignition' compounds (those which will start burning without a spark), you end up with an uncontrolled over-rapid burning of the remaining fuel/air mixture, which sets up an opposing pressure wave in the cylinder. This uncontrolled burning and the opposing pressure wave produces the characteristic clicking/pinging sound of detonation, and results in the piston getting a 'hammer blow' instead of a steady push. 
These hammer blows can quickly destroy the engine. 
Higher octane fuels are better at controlling the decomposition into auto-ignition compounds than lower octane fuels. They do this in several ways - by interferring with and reducing the actual decomposition, or by chemically reacting with the decomposing gasoline so less auto-ignition compounds are formed. 
There are three main sources of heat inside the cylinder which contribute to the decomposition of the fuel:- 
1. The residual heat in the heads, cylinders and pistons. The VW engine is air-cooled and runs hotter than it's water cooled cousins, so more residual heat is present. 
2. The heat produced by the ignition of the fuel itself. This depends on the nature of the fuel, and on the fuel/air mixture - rich mixtures are "pre cooled" from the evapouration of the extra fuel, so burn a little cooler, lean mixtures burn hotter. 
3. The heat of compression before the spark. Compression of a gas raises the temperature of the gas. We want this to happen, because the higher the compression, the higher the pressure rise after the fuel is burned - giving us more power. 
The heat of compression (compression ratio) is easy to adjust in the design of an engine, so this is the one used to match an engine with the fuel it will be using. 
It's all a balancing act, and because the air-cooled engine runs hotter (more residual heat), you need to limit the amount of additional heat produced in the cylinders prior to ignition (lower compression ratio). 
Air-cooled VW engines therefore use a slightly lower compression ratio than water cooled cars using the same octane rated gasoline. 
The octane number came about as a result of research carried out in the 1920s and 30s by Sir Harry Ricardo ("The Internal Combustion Engine" 1925 and 35 and other books) and Charles Kettering (he also developed the distributor and coil ignition system). Kettering assigned Thomas Midgley to investigate the problem of knocking which was destroying his test engines. He conducted a long search of additives which would help a fuel to resist knocking. Amongst the chemicals tried were Iodine, Aniline, Selenium Oxychloride, Methylclopentadienyl Manganese Tricarbonyl (MMT - currently used in Australia for Lead-free super), and other Phosphorus, Sodium and Potassium compounds. Midgley even tried melted butter! Some compounds worked better than others as an anti-knock agent, but many had serious defects (Selenium oxychloride corroded the metals in the engine); and Midgley gradually focussed on organo-lead compounds, and eventually developed a combination of Tetra-ethyl Lead (TEL) with Ethylene Dibromide and Ethylene Dichoride acting as scavengers to prevent the build up of lead inside the engine. 
During these tests, it was discovered that Iso-Octane had a very high natural knock resistance, but Heptane had a very poor knock resistance. Because these two compounds are very similar in other respects, they made a useful comparison point for gasoline. So the octane number is a comparison with a mixture of Iso-Octane and Heptane. 91 Octane has the knock resistance equivalent of mixing 91% Iso-Octane with 9% Heptane. 
The discovery in the late 1920s that organo-lead products enhanced the anti-detonating characteristics was a revolution in fuel design, as engines could be designed to operate at higher compressions for better efficiency. So gasolines became 'doped' with tetra-ethyl lead to enhance their octane numbers. 
Another useful feature of lead in gasoline is that the burned lead products (mainly lead oxide) coated the hot exhaust valve seating area, and prevented a problem called Valve Seat Recession (VSR) which results in the exhaust valve 'eating' it's way into the head. With the 'soft' cast iron heads of the day, this was a real bonus. 
VSR is not a problem with VW engines, as they have hardened valve seats inserts in their aluminium heads. The VW engine can therefore run on unleaded gasoline quite happily, provided the octane number is high enough. 
Lead is being removed from fuels because it pollutes the atmosphere, and when ingested by animals, it builds up and causes health problems. 
An additional feature of lead additives was that they provided a small but useful amount of lubrication to the valve stems. This was important in engines which had cast iron heads with the valve guides cut directly into the head, as most cars required valve seals to prevent excess oil from dripping down the valve stems and causing a smokey exhaust. 
The VW engine has bronze alloy valve guides which do not require the lead based lubrication, and the design of the valves does not need valves seals, so they are lubricated very well from the splashed oil on the spring end of the valves. The VW engine does not require leaded fuels for valve lubrication purpose. 
Gasoline which is high in aromatic compounds like Benzine has a high 'natural' octane rating and so needs less additives to increase the octane rating. Unfortunately, the aromatic compounds are also those most responsible for atmospheric pollution, so these compounds are being reduced in gasoline in many countries. This creates another dilemma - how to increase the octane rating without lead additives, and with reduced aromatic compounds in the fuel. 
A number of other chemical compounds called Oxygenates have been developed to enhance the natural octane number of gasolines. The most common one used is Methyl Tertiary Butyl Ether (MTBE). Other compounds include TAME, ETBE, Methyl Alcohol and Ethyl Alcohol (Gasohol). But MTBE and the other oxygenates contain 'used' oxygen, so cars using oxygenates fuels burn MORE fuel (because there is less 'fuel' in the fuel) and this increases pollution anyway (Source - "Cleaner Burning Gasoline" California EPA). 
And there is a second effect here too - carburetor cars like most VWs cannot adjust the fuel/air mixture 'on the run' like computer equiped fuel injected cars can, so they run lean when run on oxygenated fuels. This is because carburettors meter out a volume of fuel into the intake air; they have no regard for the chemical content of the fuel. Lean burning creates more heat in the cylinders, and this 'excess' heat raises the octane number needed. 
It's a vicious circle, so If you can avoid using oxygenated fuels - do so. If you have to use oxygenated fuels, you may improve the car's performance by using a slightly larger main jet in the carburetor. Doing this brings the mixture back to the correct setting, which helps reduce the extra unwanted heat in the engine, and reduces the likelihood you'll need a higher than normal octane gasoline to compensate. And if your engine is due for a rebuild, and you have to use oxygenated fuels, consider using a slightly lower compression ratio. 
Octane numbers are measured two ways. The 'research' method of measuring the octane number uses a constant speed (1500 rpm) engine in laboratory conditions. This is the RON - Research Octane Number. The other method is the MON - Motor Octane Number, which uses a harsher test regime more closely related to road conditions. So the MON is usually lower than the RON for the same fuel. 
Often you may see the octane rating quoted as (R+M)/2. This means an average of the two methods is used to give the fuel a number. This number method is often called 'pump octane' or AKI (anti-knock index) in the US. 
The 1200 VW engine running around 6.6-7 compression ratio needs a minimum of 87 octane (RON). The 1500/1600 engine running around 7.5-8 compression needs 91 octane (RON) or higher. Using a higher octane gasoline in an engine designed for low octane WILL NOT increase it's performance - the octane number is a MINIMUM needed to eliminate detonation, and that's all it is. 
I have a 1500 VW with unmodified heads running 1600 cylinders and pistons. This has raised my compression ratio from 7.5 to 8 (more fuel/air mix squeezed into the same head space). It was originally designed to run on 91 RON (about 87 'pump' octane) but now prefers at least 93 RON. If I were to increase the capacity more without modifying the heads, I would need spacers under the cylinders (as you mentioned in your post) to lower the compression back to a reasonable number (usually around 7:1), otherwise I would need to run on Hi-Octane (95 RON in Australia where I live) to prevent detonation. 
In conclusion, the octane rating is a measure of the fuel's ability to CONTROL the burning process (to prevent detonation); it is not a function of burning 'hotter' or 'colder'. And the higher the compression ratio (in the same engine), the higher the octane number needed. 
Hope this helps. 
Rob Aussiebug@start.com.au 
(1970 1500 beetle, one owner, 245,000 miles on it's original engine) 
Back 

Last modified 28 Dec 2000. 
Disclaimer stuff: Rob and Dave have written these procedures from their own experiences. We have not assumed any specialised mechanical knowledge, but DO assume that anyone using these procedures has at least a basic mechanical ability. 
We hope you find them useful, but we don't take any responsibility for anything which happens to you, other people, your VW or any other property or goods resulting from your use of these procedures. 
Feel free to print off any procedures for your own use. If you intend to link them to another site, reprint them, or in any other way redistribute them, please leave them complete, including this disclaimer section and our email addresses below. 
Have fun fixing your VW - just keep them fweeming OK? 
Rob aussiebug@start.com.au
Dave davep215@earthlink.net 

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Date: Thu, 18 Oct 2001 21:41:11 +0200
To: <ron@jrl-engineering.com>,
	":" <krnet@mailinglists.org>
From: "dene.collett" <dene.collett@freemail.absa.co.za>
Subject: Re: KR> GASOLINE OCTANE RATING AND VW ENGINES 
Message-ID: <003001c1580e$ec7101e0$0694cba3@dean>

Hi Ron and others

I don't know about the rest of you but I found your post on octane rating
extremely informative. It is something that has had me puzzled for a long
time.Thank you for raising my education level a notch.
Go well
Fly safe and kick some Bin laden ass.
Dene Collett
mailto: dene.collett@freemail.absa.co.za

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Date: Thu, 18 Oct 2001 20:19:09 EDT
To: krnet@mailinglists.org
From: Flymaca711689@cs.com
Subject: run out of trim(up)
Message-ID: <55.1c550381.2900cb7d@cs.com>

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My question Is that IT seams like all Kr run out of up trim Its not areal 
problem but It be nice to be able to use more up on landing If you blink 
airspeed jumps right back to 90 or better 0n a75 80 approach. 

mac 1055a 

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