From: To: Subject: krnet Digest 6 Jun 2002 18:54:25 -0000 Issue 444 Date: Thursday, June 06, 2002 11:54 AM krnet Digest 6 Jun 2002 18:54:25 -0000 Issue 444 Topics (messages 10570 through 10590): electrostatic grounding. 10570 by: Audrey and Harold Woods Re: electric mirror control 10571 by: Jerry Mahurin Oshkosh 10572 by: Tim Brown PS to Oshkosh 10573 by: Tim Brown 2S pPlans changes in wing 10574 by: clappw.bellsouth.net Re: Gasoline Octane VW and air cooled engines 10575 by: Ron Eason KR2S wings 10576 by: clappw.bellsouth.net balancing 10577 by: clappw.bellsouth.net 10581 by: Seifert, Richard E 10585 by: cartera Fuel Cans 10578 by: Phillip Matheson Motion lotion for VW's 10579 by: JIM VANCE 10580 by: gleone Aero-Carb - the perfect replacement ? 10582 by: Larry A. Capps 10583 by: Jerry Mahurin 10587 by: Mark Jones Air operated landing gear 10584 by: KRFlyboy.aol.com 10588 by: Ron Eason BRS for sale 10586 by: Ed Janssen Re: Aero-Carb - the perfect replacement, probably not! 10589 by: Daniel Heath test 10590 by: ROBERT COOPER Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Tue, 4 Jun 2002 15:00:23 -0400 To: From: "Audrey and Harold Woods" Subject: electrostatic grounding. Message-ID: <012701c20bfa$15162ea0$b0046418@baol.phub.net.cable.rogers.com> ------=_NextPart_000_0124_01C20BD8.8D9FD960 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I awoke this morning to suddenly realize that the metal flush cap area = and filler hose is connected to the metal gas tank with a rubber hose. I = must go out before I forget and put a ground wire from the tank to the = filler neck and to the engine mount. Your mind can still work atproblems = while you sleep. Harold Woods. --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.351 / Virus Database: 197 - Release Date: 4/19/02 ------=_NextPart_000_0124_01C20BD8.8D9FD960-- ------------------------------ Date: Tue, 04 Jun 2002 16:28:13 -0400 To: From: "Jerry Mahurin" Subject: Re: KR> electric mirror control Message-ID: Mike, Thanks for the info on the mirror motor.... Jerry Mahurin Lugoff, SC http://kr-builder.org http://jerrymahurin.com On Tue, 4 Jun 2002 12:24:58 -0500 "M&C" wrote: >attention Jerry and the bee chasers: I did the same >thing, got my hacksaw >out and split the 2 two bidirectional outputs in half. I >then wrapped some >tape around the two to hold them together. I'm planing to >put one in the >elevator it's self. I hooked them to a battery with a >longer >(bolt/jackscrew). It seamed to have plenty of power. > > Mike >turner > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT >"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/ >and at http://www.bouyea.net/ for the older ones > ------------------------------ Date: Tue, 4 Jun 2002 13:41:12 -0700 (PDT) To: Group KR NET From: Tim Brown Subject: Oshkosh Message-ID: <20020604204112.93937.qmail@web9505.mail.yahoo.com> I am thinking about driving back in late July to Oshkosh this year with my family (wife + kids ages 15 to 20). This would be my first attendance at any type of fly-in event. Can anyone e-mail me re: what to expect, things I should know/do? Are any of you all going to be there? Is there a best day/days to attend? Thanks. Tim __________________________________________________ Do You Yahoo!? Yahoo! - Official partner of 2002 FIFA World Cup http://fifaworldcup.yahoo.com ------------------------------ Date: Tue, 4 Jun 2002 15:14:08 -0700 (PDT) To: Group KR NET From: Tim Brown Subject: PS to Oshkosh Message-ID: <20020604221408.1920.qmail@web9505.mail.yahoo.com> I will be in a motorhome towing a smaller vehicle. Some have indicated that it is too late for rooms. Tim __________________________________________________ Do You Yahoo!? Yahoo! - Official partner of 2002 FIFA World Cup http://fifaworldcup.yahoo.com ------------------------------ Date: Wed, 5 Jun 2002 07:52:51 -0400 To: From: Subject: 2S pPlans changes in wing Message-ID: <005e01c20c88$0e6b6500$a63dd6d1@h1x1g0> ------=_NextPart_000_004F_01C20C65.FDEA0DC0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Could someone E-mail me the differences in KR2 and 2S wings? I believe = there are extentions made of foam but this may not be so. I dont have = the 2S drawings. And if there are do you set dihedral and washout at = spar tips or on extensions? Will be ready to set up spars in a few = weeks and want everything ready and right. =20 ------=_NextPart_000_004F_01C20C65.FDEA0DC0-- ------------------------------ Date: Tue, 4 Jun 2002 19:41:50 -0500 To: "krnet" From: "Ron Eason" Subject: Fw: Gasoline Octane VW and air cooled engines Message-ID: <002e01c20c29$c799c0d0$d6dc1f41@Administration> This is a very good review of Octane effects. KRRon 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 [assuming all cylinders have the same compression] 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. We 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 ------------------------------ Date: Wed, 5 Jun 2002 10:41:19 -0400 To: From: Subject: KR2S wings Message-ID: <001201c20c9f$0ecc5240$973dd6d1@h1x1g0> ------=_NextPart_000_000F_01C20C7D.873D9300 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim, Yes I noticed too that Mark left his wings at the normal length. = That was why I was slightly confused as to the 2S plans. What would the = lengthened wings give to me (lift vs. speed- stability ) ? Also have you = heard or seen any plans for different tip designs that would make the = shorter wing more effective? I too am using the New airfoil design. = How about building the ailerons with DR. Dean style hinges(rod) instead = of a piano hinge in order to reduce gap for higher speeds? Or is there = a nice design with the piano hinge and a close gap at the bottom? Lots = of questions? BILL ------=_NextPart_000_000F_01C20C7D.873D9300-- ------------------------------ Date: Wed, 5 Jun 2002 11:18:39 -0400 To: From: Subject: balancing Message-ID: <002501c20ca4$4882d9a0$973dd6d1@h1x1g0> ------=_NextPart_000_0022_01C20C82.BE3C4D60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Are there any ideas or specs/info on aerodynamic balancing of elevator = and rudder surfaces? I was thinking of making my elevator 2" wider on = each side but extended forward for balancing and adding 2" to rudder = heigth and extended forward. I have heard of a couple guys complaining = that they did not have an effective rudder when the tail came up on = takeoff - should I make the rudder an extra 1" longer to help? ------=_NextPart_000_0022_01C20C82.BE3C4D60-- ------------------------------ Date: Wed, 5 Jun 2002 07:14:57 -0700 To: "'clappw@bellsouth.net'" , "'KRnet'" From: "Seifert, Richard E" Subject: RE: KR> balancing Message-ID: <9BA7A06DA8127B4B925954F3F8705D349F8322@XCH-SW-09.sw.nos.boeing.com> I have found the stock size KR-2 rudder and elevator to be more than adequate. I have been flying my KR since 87 and believe most low time KR pilots have more trouble adapting to the sensitivity of both these control surfaces at both low and normal flight speeds. On takeoff I get the tail up almost immediately to improve visibility and to improve directional control because it is so sensitive on the tailwheel. I also am amazed at the crosswind capability of this little plane. My hanger mate Richard Shirley (with the fastest KR I know of) significantly reduced the size of his empennage to reduce drag and has experienced no ill effects. I might add that neither KR has balanced controls. -----Original Message----- From: clappw@bellsouth.net [mailto:clappw@bellsouth.net] Sent: Wednesday, June 05, 2002 8:19 AM To: krnet@mailinglists.org Subject: KR> balancing Are there any ideas or specs/info on aerodynamic balancing of elevator and rudder surfaces? I was thinking of making my elevator 2" wider on each side but extended forward for balancing and adding 2" to rudder heigth and extended forward. I have heard of a couple guys complaining that they did not have an effective rudder when the tail came up on takeoff - should I make the rudder an extra 1" longer to help? ------------------------------ Date: Wed, 05 Jun 2002 13:51:40 -0600 To: "Seifert, Richard E" From: cartera CC: "'clappw@bellsouth.net'" , "'KRnet'" Subject: Re: KR> balancing Message-ID: <3CFE6BCC.F3AC8E5C@cuug.ab.ca> Hi Gang & Richard, Right on, all counts this is what I have tried to put across but everyone seems to want to build a tank with everything on board IFR and 60k ceiling! Just build and fly and enjoy, that is the year 87 that I did my maiden flight also. Happy Flying! "Seifert, Richard E" wrote: > > I have found the stock size KR-2 rudder and elevator to be more than > adequate. I have been flying my KR since 87 and believe most low time KR > pilots have more trouble adapting to the sensitivity of both these control > surfaces at both low and normal flight speeds. On takeoff I get the tail up > almost immediately to improve visibility and to improve directional control > because it is so sensitive on the tailwheel. I also am amazed at the > crosswind capability of this little plane. My hanger mate Richard Shirley > (with the fastest KR I know of) significantly reduced the size of his > empennage to reduce drag and has experienced no ill effects. I might add > that neither KR has balanced controls. > > -----Original Message----- > From: clappw@bellsouth.net [mailto:clappw@bellsouth.net] > Sent: Wednesday, June 05, 2002 8:19 AM > To: krnet@mailinglists.org > Subject: KR> balancing > > Are there any ideas or specs/info on aerodynamic balancing of elevator and > rudder surfaces? I was thinking of making my elevator 2" wider on each side > but extended forward for balancing and adding 2" to rudder heigth and > extended forward. I have heard of a couple guys complaining that they did > not have an effective rudder when the tail came up on takeoff - should I > make the rudder an extra 1" longer to help? > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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/ > and at http://www.bouyea.net/ for the older ones -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Date: Tue, 4 Jun 2002 15:21:54 +1000 To: From: "Phillip Matheson" Subject: Fuel Cans Message-ID: <000001c20c5a$d77eda40$ef96dccb@barry> ------=_NextPart_000_0091_01C20BDB.8F75CA80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Be carefull, with whatever you use, I work for the Ambulance Service and = have seen very bad burns from refueling a lawn mower with a plastic lawn = mower fuel can, it is not just aircraf that can be a problem. Phil Matheson matheson@dodo.com.au ------=_NextPart_000_0091_01C20BDB.8F75CA80-- ------------------------------ Date: Wed, 5 Jun 2002 06:11:54 -0500 To: From: "JIM VANCE" Subject: Motion lotion for VW's Message-ID: <002b01c20c82$057c28e0$3a000a0a@oemcomputer> ------=_NextPart_000_0028_01C20C57.E3FA1260 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dear Ann Landers, I have built up a Great Plains 1835cc VW with a rear drive. The Great = Plains instruction book says that I should use car gas only. Steve says = that 100LL will cause buildup on the valve stems and cause problems. I installed an Ellison throttle body injector. Ellison says I must use = aviation gas only because the car gas can wipe out the seals in the TBI. What are your ideas, experiences, suggestions on this dilemma? Jim Vance Vance@ClaflinWildcats.com ------=_NextPart_000_0028_01C20C57.E3FA1260-- ------------------------------ Date: Wed, 05 Jun 2002 08:05:05 -0500 To: JIM VANCE From: gleone CC: krnet@mailinglists.org Subject: Re: KR> Motion lotion for VW's Message-ID: <3CFE0C81.56E65DD8@tritel.net> Dear Jim, Keep a can of AvGas 100LL aboard so if you ever have to make that emergency landing you can quickly bleed the lines and put in the AvGas so the FAA inspector won't write "Pilot Error" on his/her report. Ann JIM VANCE wrote: > Dear Ann Landers, > > I have built up a Great Plains 1835cc VW with a rear drive. The Great Plains instruction book says that I should use car gas only. Steve says that 100LL will cause buildup on the valve stems and cause problems. > > I installed an Ellison throttle body injector. Ellison says I must use aviation gas only because the car gas can wipe out the seals in the TBI. > > What are your ideas, experiences, suggestions on this dilemma? > > Jim Vance > Vance@ClaflinWildcats.com ------------------------------ Date: Wed, 5 Jun 2002 11:15:07 -0500 To: "KR Builders \(E-mail\)" From: "Larry A. Capps" Subject: Aero-Carb - the perfect replacement ? Message-ID: <002b01c20cac$2952ddc0$0600a8c0@schpankme> KRNet, Check out AeroConversions (www.aeroconversions.com) Aero-Carb, with its 38mm throat design would be a fantastic replacement carb for "all" engines up to 150HP in size. www.aeroconversions.com/images/3300_ACVC04_060101_RHT.jpg www.aeroconversions.com/images/carb_flange_and_hose_032901.jpg The Aero-Carb costs $395.00, which if you asked (AeroConversions / Sonex) would be fully refundable if your not completely satisfied. This carb would not be offered to the public if it was not 100% bullet proof. This Aero-Carb must rank up there with the simplest, lightest, best bang for the buck. I'm looking forward to owning one myself. Matter a fact, I "told" the wife I'd like to purchase a carb now, so I could hold it and look at it and feel it and well you get my point; she said "just as soon as you get your plane, and engine installed honey"...teehee! Women, they just don't understand the things us men need lying around "her" house >:) Give AeroConversions a call and ask them for a few names/numbers of customers currently using them. Aero-Conversions, Inc. Tel. (920)-231-8297 Fax. (920)-426-8333 e-mail: info@aeroconversions.com Best Regards, Larry A. Capps Naperville, IL -----Original Message----- I installed an Ellison throttle body injector. Ellison says I must use aviation gas only because the car gas can wipe out the seals in the TBI. ------------------------------ Date: Wed, 05 Jun 2002 14:10:33 -0400 To: "KR Builders \(E-mail\)" From: "Jerry Mahurin" Subject: Re: KR> Aero-Carb - the perfect replacement ? Message-ID: Larry, Do you own stock in Mr. Monette's Company....??? I have no experience with the Aeroconversions carb, but it looks like any other TBI carb to me; except it is a pretty red anodized color. But, what do I know... Only one real comment from me.... Most aircraft carbs are spring loaded to go to full open in case of a throttle cable break. I notice that the aforementioned carb does not. They boast of automotive type connections on the web site..... Just my $.02 worth. Who knows, it may be the greatest going; but I wouldn't recommend it until they have a few flying for a while..... Jerry Mahurin Lugoff, SC http://kr-builder.org http://jerrymahurin.com On Wed, 5 Jun 2002 11:15:07 -0500 "Larry A. Capps" wrote: >KRNet, > >Check out AeroConversions (www.aeroconversions.com) >Aero-Carb, with its 38mm >throat design would be a fantastic replacement carb for >"all" engines up to >150HP in size. > >www.aeroconversions.com/images/3300_ACVC04_060101_RHT.jpg > >www.aeroconversions.com/images/carb_flange_and_hose_032901.jpg > >The Aero-Carb costs $395.00, which if you asked >(AeroConversions / Sonex) >would be fully refundable if your not completely >satisfied. This carb would >not be offered to the public if it was not 100% bullet >proof. > >This Aero-Carb must rank up there with the simplest, >lightest, best bang for >the buck. I'm looking forward to owning one myself. > Matter a fact, I >"told" the wife I'd like to purchase a carb now, so I >could hold it and look >at it and feel it and well you get my point; she said >"just as soon as you >get your plane, and engine installed honey"...teehee! > Women, they just >don't understand the things us men need lying around >"her" house >:) > >Give AeroConversions a call and ask them for a few >names/numbers of >customers currently using them. > >Aero-Conversions, Inc. >Tel. (920)-231-8297 Fax. (920)-426-8333 >e-mail: info@aeroconversions.com > > >Best Regards, > >Larry A. Capps >Naperville, IL > > > >-----Original Message----- >I installed an Ellison throttle body injector. Ellison >says I must use >aviation gas only because the car gas can wipe out the >seals in the TBI. > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT >"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/ >and at http://www.bouyea.net/ for the older ones > Jerry Mahurin Lugoff, SC http://kr-builder.org http://jerrymahurin.com ------------------------------ Date: Wed, 5 Jun 2002 18:38:33 -0500 To: "Jerry Mahurin" , "KR Builders \(E-mail\)" From: "Mark Jones" Subject: Re: KR> Aero-Carb - the perfect replacement ? Message-ID: <004101c20cea$1b6b69a0$c5991f41@wi.rr.com> I have received my 32mm Aerocarb last Friday after waiting for five weeks to get it. The 32mm was bought at William Wynne's recommendation. I will keep you all advised as to how this carb works. As soon as I install the Aerocarb, I can start up my engine. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: "Jerry Mahurin" To: "KR Builders (E-mail)" Sent: Wednesday, June 05, 2002 1:10 PM Subject: Re: KR> Aero-Carb - the perfect replacement ? > Larry, > > Do you own stock in Mr. Monette's Company....??? > > I have no experience with the Aeroconversions carb, but it > looks like any other TBI carb to me; except it is a pretty > red anodized color. But, what do I know... > > Only one real comment from me.... Most aircraft carbs are > spring loaded to go to full open in case of a throttle > cable break. I notice that the aforementioned carb does > not. They boast of automotive type connections on the web > site..... > > Just my $.02 worth. Who knows, it may be the greatest > going; but I wouldn't recommend it until they have a few > flying for a while..... > > > Jerry Mahurin > Lugoff, SC > http://kr-builder.org > http://jerrymahurin.com > > > On Wed, 5 Jun 2002 11:15:07 -0500 > > "Larry A. Capps" wrote: > >KRNet, > > > >Check out AeroConversions (www.aeroconversions.com) > >Aero-Carb, with its 38mm > >throat design would be a fantastic replacement carb for > >"all" engines up to > >150HP in size. > > > >www.aeroconversions.com/images/3300_ACVC04_060101_RHT.jpg > > > >www.aeroconversions.com/images/carb_flange_and_hose_032901.jpg > > > >The Aero-Carb costs $395.00, which if you asked > >(AeroConversions / Sonex) > >would be fully refundable if your not completely > >satisfied. This carb would > >not be offered to the public if it was not 100% bullet > >proof. > > > >This Aero-Carb must rank up there with the simplest, > >lightest, best bang for > >the buck. I'm looking forward to owning one myself. > > Matter a fact, I > >"told" the wife I'd like to purchase a carb now, so I > >could hold it and look > >at it and feel it and well you get my point; she said > >"just as soon as you > >get your plane, and engine installed honey"...teehee! > > Women, they just > >don't understand the things us men need lying around > >"her" house >:) > > > >Give AeroConversions a call and ask them for a few > >names/numbers of > >customers currently using them. > > > >Aero-Conversions, Inc. > >Tel. (920)-231-8297 Fax. (920)-426-8333 > >e-mail: info@aeroconversions.com > > > > > >Best Regards, > > > >Larry A. Capps > >Naperville, IL > > > > > > > >-----Original Message----- > >I installed an Ellison throttle body injector. Ellison > >says I must use > >aviation gas only because the car gas can wipe out the > >seals in the TBI. > > > > > >--------------------------------------------------------------------- > >To post to the list, email: krnet@mailinglists.org , NOT > >"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/ > >and at http://www.bouyea.net/ for the older ones > > > > Jerry Mahurin > Lugoff, SC > http://kr-builder.org > http://jerrymahurin.com > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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/ > and at http://www.bouyea.net/ for the older ones > ------------------------------ Date: Wed, 05 Jun 2002 14:52:57 -0400 To: krnet@mailinglists.org From: KRFlyboy@aol.com Subject: Air operated landing gear Message-ID: <1568C158.25AD3F99.00719A86@aol.com> Sorry about this all, but I seem to remember reading in the archives about an pnuematic retractable gear. But for the life of me, I cannot locate that info anymore. Does anyone know about this or know of any websites with some info? thanks Ken Austin, TX ------------------------------ Date: Wed, 5 Jun 2002 19:49:44 -0500 To: , From: "Ron Eason" Subject: Re: KR> Air operated landing gear Message-ID: <003001c20cf4$0cb30e90$d6dc1f41@Administration> Try http://krron.freeyellow.com/ pneumatic retracts, canopy seals, canopy opening. KRRon ----- Original Message ----- From: To: Sent: Wednesday, June 05, 2002 1:52 PM Subject: KR> Air operated landing gear > Sorry about this all, but I seem to remember reading in the archives about an pnuematic retractable gear. But for the life of me, I cannot locate that info anymore. Does anyone know about this or know of any websites with some info? thanks > > > Ken > Austin, TX ------------------------------ Date: Wed, 5 Jun 2002 15:55:39 -0500 To: From: ejanssen@chipsnet.com (Ed Janssen) Subject: BRS for sale Message-ID: <001901c20cd3$5990f4a0$0200a8c0@dad> ------=_NextPart_000_0016_01C20CA9.70670040 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable KR netters: In case you are considering a BRS for your KR, this may be a good deal. = This one is good for 750 lbs, so your KR would have to be a fairly = light one, by today's building standards. Model BRS-750 ; Rocket # T-2 B01838, Ser. No. 15615, packed 11-29-00. = Never used. Still in box. asking $1100.00. Contact: B.J. Ramsey, = Springfield, IL., phone: 217-529-7505. e-mail: ramseyb@nationwide.com Ed Janssen ------=_NextPart_000_0016_01C20CA9.70670040-- ------------------------------ Date: Wed, 5 Jun 2002 21:40:17 -0700 To: "KR Builders \(E-mail\)" From: "Daniel Heath" Subject: RE: KR> Aero-Carb - the perfect replacement, probably not! Message-ID: At $395, I would spend the extra 100 and get an Ellison. Best Carb I know of. Daniel R. Heath See our KR2 at: http://kr-builder.org See our EAA Chapter 242 at: WWW.EAA242.ORG -----Original Message----- From: Larry A. Capps [mailto:lacapps@attbi.com] Sent: Wednesday, June 05, 2002 9:15 AM To: KR Builders (E-mail) Subject: KR> Aero-Carb - the perfect replacement ? KRNet, Check out AeroConversions (www.aeroconversions.com) Aero-Carb, with its 38mm throat design would be a fantastic replacement carb for "all" engines up to 150HP in size. www.aeroconversions.com/images/3300_ACVC04_060101_RHT.jpg www.aeroconversions.com/images/carb_flange_and_hose_032901.jpg The Aero-Carb costs $395.00, which if you asked (AeroConversions / Sonex) would be fully refundable if your not completely satisfied. This carb would not be offered to the public if it was not 100% bullet proof. This Aero-Carb must rank up there with the simplest, lightest, best bang for the buck. I'm looking forward to owning one myself. Matter a fact, I "told" the wife I'd like to purchase a carb now, so I could hold it and look at it and feel it and well you get my point; she said "just as soon as you get your plane, and engine installed honey"...teehee! Women, they just don't understand the things us men need lying around "her" house >:) Give AeroConversions a call and ask them for a few names/numbers of customers currently using them. Aero-Conversions, Inc. Tel. (920)-231-8297 Fax. (920)-426-8333 e-mail: info@aeroconversions.com Best Regards, Larry A. Capps Naperville, IL -----Original Message----- I installed an Ellison throttle body injector. Ellison says I must use aviation gas only because the car gas can wipe out the seals in the TBI. --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "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/ and at http://www.bouyea.net/ for the older ones --- Incoming mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 ------------------------------ Date: Thu, 6 Jun 2002 14:50:50 -0400 To: "krnet" From: "ROBERT COOPER" Subject: test Message-ID: ------=_NextPart_001_0000_01C20D69.8CCA71C0 Content-Type: text/plain; charset="iso-8859-1" I have received no KR mail today. Just checking. Jack Cooper mailto:kr2cooper@msn.com http://www.geocities.com/kr2cooper/ Fayetteville, NC. ------=_NextPart_001_0000_01C20D69.8CCA71C0-- ------------------------------ End of krnet Digest ***********************************