From: To: Subject: krnet Digest 7 Sep 2002 07:12:43 -0000 Issue 512 Date: Saturday, September 07, 2002 12:13 AM krnet Digest 7 Sep 2002 07:12:43 -0000 Issue 512 Topics (messages 12401 through 12426): Re: KR on the way 12401 by: mike galloway KR Issues/auto engines 12402 by: larry flesner Re: Firewall insulation 12403 by: Ron Eason A classic 12404 by: Mauryhuntr.aol.com market research 12405 by: Brian Kraut Continental A-65 exhaust wanted 12406 by: Bruce Watkins Update 12407 by: Mark Jones VW engine parts sources 12408 by: jim wogaman Re: PRD Hennie van Rooyen Long. 12409 by: van Rooyen, Hennie(SF02) Re: KR Issues 12410 by: Jim Sellars 12411 by: Ron Eason 12412 by: van Rooyen, Hennie(SF02) 12414 by: JEHayward.aol.com 12421 by: Glasco Re: Diesel fuel 12413 by: jim wogaman KR Gathering 12415 by: Fillip von Schretter Re: market research REPLY 12416 by: jim wogaman Re: Diesel engines 12417 by: jim wogaman 12422 by: jim wogaman Re: cub copy & plans source 12418 by: jim wogaman Small engines 12419 by: jim wogaman epoxy tips. 12420 by: Audrey and Harold Woods Good Info On Auto Engines 12423 by: Peter Johnson Re: Why re-building canopy? 12424 by: bill kirkland 12425 by: bstarrs Back at building. 12426 by: Ross Youngblood Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Thu, 5 Sep 2002 17:43:40 -0500 To: From: "mike galloway" Subject: Re: KR> Re: KR on the way Message-ID: <001f01c2552d$aeb54600$4c4eef0c@attbi.com> Well, we made it! 1300 miles with an empty trailer and 1300 miles with a trailer full of KR2. No real problems, just some difficulty in keeping the tarp adequately attached, once I cleared the areas of rain on the way home, I just ler er rip. Not much tarp left when I got home. Mike Galloway Mesquite, Tx > > > > --------------------------------------------------------------------- > > 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.maddyhome.com/krsrch/index.jsp > > or http://www.bouyea.net/ for the Word files > > > > > --------------------------------------------------------------------- > 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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > ------------------------------ Date: Thu, 05 Sep 2002 19:12:31 -0500 To: "Dana Overall" ,gti20vturbo@yahoo.com, krnet@mailinglists.org From: larry flesner Subject: KR Issues/auto engines Message-Id: <3.0.6.32.20020905191231.009a3660@mail.midwest.net> At 01:35 PM 9/5/02 -0400, Dana Overall wrote: >Question, whose pic is posted in the next to last KR Newsletter from Monte >that claims 1800FPM. The last time I saw Les's airplane fly, it was like a >squadran of fighter pilots running to their VW powered KRs to take to the >air. Les was doing those wide open 145MPH high speed low passes.........or >was that 145MPH low speed high passes, while the 1835 and 2180 VW's buzzed >by gloriously (and quite a bit faster). ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ In that article didn't it say Les had installed the larger Subaru engine and finally got the performance he was looking for. For those not familar with the airplane in question, it is a 24 inch streatch, 830 pound empty, single place KR2 with a Sabaru with air conditioning, 600X6 mains and a nose wheel. Good looking airplane but wanting for performance. I don't think he was getting the advertised 100 hp and/or may not have been matched with the right prop. It sure sounded good though!! It did sort of look like the little birds chasing the hawk didn't it. :-) Larry Flesner Carterville, Illinois, USA ------------------------------ Date: Thu, 5 Sep 2002 19:43:02 -0500 To: "Art Bruce" , "KRNET" From: "Ron Eason" Subject: Re: KR> Firewall insulation Message-ID: <00c701c2553e$5b823b30$86d81f41@Administration> I have some left over 1/16" Mica board that I used in my firewall. Mica is the stuff that you will find insulating electrical heater coils such as your toaster. I used 1/16 mica plus 1/16" ceramic plus KR S.S. over the plywood fire wall. Because of the thin material it is light also. I could not penetrate a sample of this composite with a acetylene torch. Contact me if anyone is interested. KRRon ------------------------------ Date: Thu, 5 Sep 2002 20:54:27 EDT To: KRNet@mailinglists.org From: Mauryhuntr@aol.com Subject: A classic Message-ID: --part1_cc.1139a4fa.2aa956c3_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I love Mike Mims expression, "I like new things. Especially when they get old." Fortunately, my recent wife often says something like that, too. Maury Hunter 515 244 7980 fax 244 7952 --part1_cc.1139a4fa.2aa956c3_boundary-- ------------------------------ Date: Thu, 05 Sep 2002 21:37:47 -0400 To: krnet From: Brian Kraut Subject: market research Message-ID: <3D7806EB.7000503@earthlink.net> Does anyone have any figures on how many homebuilts are completed in an average year? ------------------------------ Date: Thu, 5 Sep 2002 20:49:52 -0500 To: From: "Bruce Watkins" <5151flyer@charter.net> Subject: Continental A-65 exhaust wanted Message-ID: <001f01c25547$b29d2fc0$6501a8c0@Flyer1> ------=_NextPart_000_001C_01C2551D.C831E1C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello All, I'm looking for the exhaust system for a Continental A-65. If you are constantly tripping over this setup while working on your KR and need to find it a home please contact me. Thanks, Bruce Watkins Bruce Watkins 5151flyer@charter.net ------=_NextPart_000_001C_01C2551D.C831E1C0-- ------------------------------ Date: Thu, 5 Sep 2002 21:56:48 -0500 To: "KR-Net" From: "Mark Jones" Subject: Update Message-ID: <008001c25551$0b530fa0$c5991f41@wi.rr.com> ------=_NextPart_000_007D_01C25527.22430BE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello All, I have basically finished my cockpit. Please take a look and let me know = what you think. View the photo under my "Photo of the Week" on my web = site: http://mywebpage.netscape.com/n886mj/homepage.html I sure wish I could go to Red Oak....please send photos!!! Mark Jones (N886MJ) Wales, WI USA=20 E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at =20 http://mywebpage.netscape.com/n886mj/homepage.html ------=_NextPart_000_007D_01C25527.22430BE0-- ------------------------------ Date: Thu, 5 Sep 2002 22:00:50 -0400 To: "hennie van `rooyan" From: "jim wogaman" Subject: VW engine parts sources Message-ID: <002c01c25549$77391b40$18491cd8@jeannielobell> ------=_NextPart_000_0029_01C25527.B25FBF20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Netters: Seems everyone wants more power, try these web pages. I have no = $ interest in these businesses. They should have some muscle type parts. WWW: is implied before each"." .chirco.com; .madirect.com;.scat.com; = ..empioutlet.com; .wolfgangint.com; .fastfreddys.com; rotaryracing.com; = Mazda parts, .bergmannvw.com; engines only; .vwparts.net; = cbperformance.com; msdignition.com; webercarburators.com; = .europeanmotorworks.com; special type 4 heads; .sandrailparts.com; 7 or = 8 turbo-charger types shown, .cip1.com; .audiracvws.com; showing 2500 = long blocks. dpr9797441@hotmail.com; high performance cams, = counterbalanced cranksetc. just engine internals. Source:Hot VWs, Wright = publishing co. $3.99 @ newstands. cleo :-) ------=_NextPart_000_0029_01C25527.B25FBF20-- ------------------------------ Date: Fri, 6 Sep 2002 01:19:33 -0500 To: "'krnet@mailinglists.org'" From: "van Rooyen, Hennie(SF02)" Subject: FW: FW: KR> PRD Hennie van Rooyen Long. Hi Walt, Thank you so much for the assurance. Yup, I think I've made up my mind to go this way as I'm used to PSRU's (although on two stroke engines only) and the performance figures quoted using a PSRU on a type IV VW engine sure sounds tempting. If our currency was not in such a horrific state, I surely would simply have ordered a geared ready to mount unit from www.vw-engines.com. That unit should be extremely reliable. Regards, Hennie van Rooyen South Africa "I'd like to come out of lurk mode once again and speak up on this PSRU..." ------------------------------ Date: Fri, 6 Sep 2002 09:41:18 -0300 To: "cartera" , "Dana Overall" From: "Jim Sellars" Cc: , Subject: Re: KR> KR Issues Message-ID: <003801c255a2$d1ebce30$0100a8c0@LAPTOP> Good work Adrian: Patience with one another is a fine thing. About other auto engines that work well is the Saturn DOHC engine. And folks those who talked the other day about fuel contamination and precipitates Ècan say that again for me. Best regards to all, hope you who will get to the Red Oaks gather ing have a blast and take lots of pictures. Best regards Jim C-GROK ----- Original Message ----- From: "cartera" To: "Dana Overall" Cc: ; Sent: Thursday, September 05, 2002 4:20 PM Subject: Re: KR> KR Issues > Hello Dans & KR Gang, > > Don't be too hard on these know it all ego trippers. We that have > done it know what the decision process is and if we choose wrong we > just have to live with it. These newbies are not ignorant or stupid, > just uninformed. I know the process and investigated the 0200, Hirth, > Suburu and finally settled on the 1835cc and with and economy of 3.2 > US gals or 3.0Imperial gals per hour, now tell me how you can beat > that. And, did not want a 1600 mi range because my kidneys could not > take it even with Little John. Three or two hops is much more realistic, > think of the extra instruments needed for IMC conditions which will > certainly be encountered. Time to think about a RV, hey Dana? Take a > look at Robert Patlovany's 493 lb KR url on my website, can be done, > can be done. Hey Guys, have a hellva time in Red Oaks and want to > see some photos after. To the KR Sqaderon, Thank You! > > Dana Overall wrote: > > > > Boy, that sure is a great way to introduce yourself. Have to respectfully > > disagree about the "junk" post. > > > > Question, whose pic is posted in the next to last KR Newsletter from Monte > > that claims 1800FPM. The last time I saw Les's airplane fly, it was like a > > squadran of fighter pilots running to their VW powered KRs to take to the > > air. Les was doing those wide open 145MPH high speed low passes.........or > > was that 145MPH low speed high passes, while the 1835 and 2180 VW's buzzed > > by gloriously (and quite a bit faster). > > > > Dana Overall > > Richmond, KY > > 1999 & 2000 National KR Gathering host > > http://rvflying.tripod.com > > -- > Adrian VE6AFY > Calgary, Alberta > Mailto:cartera@cuug.ab.ca > http://www.cuug.ab.ca/~cartera > > --------------------------------------------------------------------- > 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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > > ------------------------------ Date: Fri, 6 Sep 2002 07:29:02 -0700 To: From: "Ron Eason" Subject: Re: KR Issues Message-Id: <200209060729.AA346489114@jrl-engineering.com> ---------- Original Message ---------------------------------- From: "Jim Sellars" Date: Fri, 6 Sep 2002 09:41:18 -0300 >Good work Adrian: Patience with one another is a fine thing. About other= >auto engines that work well is the Saturn DOHC engine. And folks those wh= o >talked the other day about fuel contamination and precipitates =C8can say = that >again for me. Best regards to all, hope you who will get to the Red Oaks >gather ing have a blast and take lots of pictures. Best regards Jim C-GR= OK Here is what available in the future for aircraft mods. it's all aluminum h= eads and block -- Interesting? Ron GM Powertrain's 2004 Northstar V8 Sets New Standard Cadillac XLR and SRX to Benefit from Next-Generation Northstar Performance = and Refinement Improvements WARREN, Mich. -- When Cadillac debuted the Northstar V8 engine in the 1993 = Allant?, it quickly became a benchmark for sophisticated performance. GM Po= wertrain has taken the Northstar 4.6-liter, dual-overhead-camshaft (DOHC) V= 8 to a higher level of performance and refinement by developing a next-gene= ration version of the highly regarded engine for the 2004 Cadillac XLR and = SRX. The next-generation Northstar is the first adaptation to rear-wheel-dr= ive (RWD) and all-wheel-drive (AWD) configurations. "The next-generation Northstar was extensively re-engineered to provide dri= vers with a technologically advanced powerplant that will establish a new b= enchmark for luxury vehicles in performance, refinement and the total drivi= ng experience," said John Zinser, GM Powertrain Northstar chief engineer. "= We want our customers to experience the full exhilaration of driving, which= includes performance and acceleration plus the feel of the road, sound of = the engine, and a strong sense of being in control and in touch with the dr= iving experience. "This new Northstar does just that with smooth, refined performance through= out its entire operating range. It is quiet, yet tuned to give the driver f= eedback from the environment. It operates even more cleanly and efficiently= than its predecessors with excellent reliability and durability." Improved Performance While refined operating characteristics were a priority in developing the n= ew Northstar, the overall goal was exceptional performance. The performance= targets are best exemplified by the XLR roadster: 0-60 mph acceleration in= under six seconds; the quarter mile in less than 14.7 seconds, and a top s= peed of 155 mph, the industry's voluntary limit for high-performance cars. = In both new Cadillac models, the Northstar delivers a higher output across = the entire operating range with targeted output of 315 horsepower (235 kW) = @ 6400 rpm and 310 lb-ft (420 Nm) of torque @ 4,400 rpm. In addition to the= se peak values, new four-cam continuously variable timing has freed the eng= ine from the traditional constraints of fixed-cams that can only provide ei= ther high horsepower or high torque. The Northstar also has an increased 10.5:1 compression ratio. While premium= fuel is recommended for maximum performance, it can be operated on regular= unleaded fuel. New Technology and Design Features The Northstar V8 is a 90-degree, DOHC, four-valves-per-cylinder engine feat= uring an aluminum block and cylinder heads, and a valvetrain configuration = with roller finger followers. While maintaining these basic features, the n= ew RWD version provides a host of Northstar "firsts," new technologies and = design features to position it as a segment leader: Four-cam continuously variable valve timing (VVT). The RWD Northstar is the= first to use VVT for improved performance, refinement, economy and emissio= ns. Electronically controlled, hydraulically actuated intake and exhaust ca= m phasers on all four camshafts take VVT to an impressive level of control.= They allow intake and exhaust valves to operate independently of each othe= r. This assures precise timing for opening and closing the valves and extre= mely accurate control of fuel injection and more efficient combustion with = minimal compromise between emissions and performance, all through the opera= ting range from idle to high speed. The new VVT system also eliminates the = exhaust gas recirculation (EGR) system and associated emissions hardware, r= educing complexity and weight. Electronic throttle control (ETC). This is the first adaptation of ETC for = Northstar, providing additional driving refinement. This allows the engine = control system to precisely and seamlessly tailor vehicle performance to dr= iver demands, relative to the conditions in which the vehicle is operating = - with the driver only aware of the engine's smooth, instantaneous response= . It also enables other functions, such as cruise control, torque managemen= t and traction control, to be fully integrated, eliminating hardware comple= xity and improving reliability. Low restriction intake and exhaust manifolds and cylinder head ports. Cylin= der head ports and exhaust manifolds were redesigned to ensure optimum airf= low and cylinder-to-cylinder distribution for maximum performance and emiss= ions control. Close coupled catalytic converters, mounted directly adjacent to the exhaus= t manifolds. They reach effective operating temperature more rapidly after = engine start-up and minimize the time for emissions "light off." They also = eliminate the need for supplemental converters or air injection reaction (A= IR) systems to meet emissions requirements. A new air induction system, redesigned for enhanced capacity and noise atte= nuation. It features tuned resonators, additional resonators in the clean a= ir duct and use of isolator pads in the clean air duct mounting. A more powerful engine control module (ECM) and high-speed local area netwo= rk (LAN) communication system dedicated to engine and transmission control.= An extremely powerful, state-of-the-art ECM, with a 16-bit, 24 MHz dual mi= croprocessor, high memory capacity, and a redundant "safety" processor back= ing up the ETC enables the Northstar engine to provide its advanced capabil= ities. The controller is also designed for a GM LAN communication protocol = speed of 500 kbit/second and has a 185-pin connection system for enhanced i= nput/output capability. Currently, 120-pin systems are more the norm. GM's = LAN communication protocol is an adaptation of the industry-wide CAN-Bus (c= ontrol area network). A new engine mounting system and more rigid block structure for outstanding= operating smoothness and quietness. The XLR engine is not directly mounted= to the transmission, but to a torque tube bell housing. The XLR transmissi= on is mounted in the rear. This provides the vehicle with nearly 50/50 weig= ht distribution. The SRX engine mounts to the transmission in a conventiona= l manner. Polymer-coated pistons, a steel crankshaft, and cast-iron manifolds to furt= her reduce noise, vibration and harshness: Polymer piston skirt coating allows a tighter fit, minimizing piston-to-bor= e noise potential. A larger piston pin helps dampen internal noise. The steel crankshaft increases stiffness over more conventional cast-iron c= rankshafts. Cast iron manifolds absorb noise more readily than fabricated manifolds. The first longitudinal application of the 4.6-liter Northstar V8. To optimi= ze coolant and oil flow for the new application, the water pump was moved t= o the front of the engine, which required changing all of the coolant passa= ges and engine cavities - in effect, a virtual redesign of the block and he= ads. A specifically designed acoustic cover over the engine for more complete ra= diated noise containment. The cover, in addition to providing measurable no= ise reduction, maintains the attractive, neat and orderly underhood harmony= of the previous Northstar's installations. Any components not shielded by = the cover have been carefully reviewed for finish and corrosion resistance.= Cartridge block heater with "dry" installation to eliminate potential coola= nt leaks. The heater, which can be added for faster warm-ups in extremely c= old weather, fits into a compartment outside the coolant passageway (rather= than within the coolant circulation system) to eliminate any potential lea= ks. Specifications Configuration 4.6L V8 Horsepower 315 @ 6400 rpm Bore x stroke 93 mm x 84 mm Torque (lb-ft) 310 @ 4400 rpm Displacement 4565 cc Fuel system Sequential fuel injection Valvetrain DOHC 4 valves per cylinder Cylinder block Aluminum Compression ratio 10.5:1 Cylinder heads Aluminum -- Ronald R. Eason Sr. Pres. & CEO, KCMO Office J.R.L. Engineering Consortium Ltd. 816-468-4091, Kansas City, MO. Jim Eason V.P, 770-446-1291, Atlanta, Georgia Web Page: www.jrl-engineering.com -- ------------------------------ Date: Thu, 5 Sep 2002 23:56:12 -0500 To: "'krnet@mailinglists.org'" From: "van Rooyen, Hennie(SF02)" Subject: RE: KR> KR Issues Hi all, "Lets refrain from calling some peoples engine choices "junk". Have you ever flown behind a VW? I'm talking a well-maintained VW made from NEW parts?" At the following site, I read: http://www.altimizer.com/specs.html "Have You Noticed? Take a close look at the basic design of the Rotax 912/914, the JPX, the Jabiru, the HKS, the Hexadyne, the Subaru EA-71/81 and the many other 4-cycle engines advertised for use in sport aircraft. One of the first things you will notice is that their overall design is extremely similar to the VW engine. They all have horizontally opposed cylinders, the oil pump is in the same location and is cam driven, the cam is centrally located under the crankshaft, and they all use push rods instead of a more complicated overhead cam arrangement. So, it appears the various manufacturers of these engines copied the basic design of the VW engine, which existed first, but added their own particular dimensions and variations, i.e., shorter stroke, higher rpm, water cooled, etc. Why pay more for an over-priced copy of this amazing and versatile 4-cycle engine when you can have the original, which is purpose-built for your particular application? For far less than the price of a new 100 hp Rotax 912 UL-S you can have 80 extra horsepower with our new 2500 cc VW-based engine with PSRU. The 180 hp output of our engine/PSRU combination is comparable to that of a Lycoming O-360, turning 2700 rpm, at about 38% of the price of an O-360 ($25,000.00) and at less than two-thirds of the weight of the O-360 (300 lbs.). If you can afford to purchase one fully accessorized Lycoming O-360 engine, you can afford three of our engines! Size Bore x Stroke Horsepower and Fuel Consumption Wt.(lbs) 2500 cc 94 mm x 90 mm 180 @ 4500 rpm / 7.1 GPH 92+ Octane 190 lbs" Unless someone can prove the above to be wrong, I HAVE to and WANT to believe these statements. I'm no expert on this subject though as my VW flying experience is still too start, but the above does sound interesting indeed! Keep well Hennie van Rooyen South Africa ------------------------------ Date: Fri, 6 Sep 2002 14:15:39 EDT To: krnet@mailinglists.org From: JEHayward@aol.com Subject: Re: KR> KR Issues Message-ID: <1a8.7f63e22.2aaa4acb@aol.com> In a message dated 9/6/02 10:41:42 AM Mountain Daylight Time, Hennie.van.Rooyen@honeywell.com writes: << "Lets refrain from calling some peoples engine choices "junk". >> Roger that, Hennie. My wife & I just flew our Challenger UL to Oshkosh and back with 3 other Challengers.... had a ball! I know they say a 2-stroke doesn't belong on an airplane but my Rotax 503 hasn't missed a beat in 297 hours. One of these days I'll get back to work on my 2-S but I seriously doubt it will have a 2-stroke on it. :-) Jim Hayward Rapid City, SD ------------------------------ Date: Fri, 06 Sep 2002 20:55:02 -0700 To: mailto: From: Glasco Cc: "van Rooyen, Hennie(SF02)" Subject: RE: KR> KR Issues Message-Id: <3.0.6.32.20020906205502.007d6950@mail.ridgenet.net> At 11:56 PM 9/5/02 -0500, you wrote: >At the following site, I read: > >http://www.altimizer.com/specs.html > Horsepower and Fuel Consumption Wt.(lbs) > > 180 @ 4500 rpm / 7.1 GPH 92+ Octane 190 lbs" > >Unless someone can prove the above to be wrong, I HAVE to and WANT to >believe these statements. I'm no expert on this subject though as my VW >flying experience is still too start, but the above does sound interesting >indeed! > >Keep well > >Hennie van Rooyen >South Africa Hennie, Sounds pretty good doesn't it, you might say, "Too good to be true!" I think that was the consensus of most KR-Net members last time this subject came up. I have no experience with their product, know of no one using it so can only look at their claims with a bit of theory. Consider fuel versus horsepower. To make more power you have to burn more fuel. Every engine I know of that burns about 7 gal per hour makes about 100 HP. There is some effeciency variation in the numbers and also some dispute about the actual HP of each engine. Measuring HP is an area that is loaded with variables that can provide fodder for exaggerated claims. Altimizer claims to make their power by tuning the intake and exhaust and some internal tweeking of cam etc. Tuned headers makes power in a very narrow rpm band and less power at every other rpm. When they claim to make about twice the HP of a turbo VW of similar size I really begin to wonder about their veracity. Also consider, when you make HP you generate heat, more HP, more heat. What do they say about cooling that 180 HP VW based engine? I have some websites bookmarked at work that provides engineering data. When I can find time I will send them to you. Regards, Brad Glasco KR-2S Corvair California ------------------------------ Date: Fri, 6 Sep 2002 12:45:27 -0400 To: "hennie van `rooyan" From: "jim wogaman" Subject: Re: Diesel fuel Message-ID: <001801c255c4$ceeec260$27491cd8@jeannielobell> ------=_NextPart_000_0015_01C255A3.470C16C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable cleo :-) ----- Original Message -----=20 From: Russell Dold=20 To: jwog1@copper.net=20 Sent: Friday, September RUSSELL DOLD: = Thank you very much for the information. You probably correct.=20 diesel fuel is great stuff too bad we have disesl here as they do in = Europe. Honda is now beginning to market Civics with diesel for the = Europeian market. In Oh diesel fuel costs more than unleaded. Requires = less to refine, big oil "has it's way" with us! You stay safe, healthy, = free and etc. over there. jim wogaman jwog1@coppernet Subject: Diesel fuel Jim,=20 A long time ago I was slightly involved in marketing speciality = lubricants, and I found out a little about one of the problems which can = affect diesel fuel. Apparently there is a particular bacteria that likes = to live at the interface between the diesel fuel and any moisture. When = conditions are exactly right these things multiply at a frightening rate = and clog up everything in sight - apparently looks like slime. Some of = the fuel companies market what they call "fuel conditioner" which helps = the bulk suppliers to keep the problem at bay.=20 =20 It's my very uneducated guess that your supplier has tanks which are = contaminated with this, or at least have a bit of water in them. The crowd I was involved with was Lubrication Engineers. There must be = others. Hope this helps. Regards Russell Dold Germiston, South Africa ------=_NextPart_000_0015_01C255A3.470C16C0-- ------------------------------ Date: Fri, 6 Sep 2002 14:21:53 -0400 To: From: "Fillip von Schretter" Subject: KR Gathering Message-ID: <004401c255d2$4808bae0$9003a8c0@ooff8a2t> ------=_NextPart_000_0041_01C255B0.BFA3BFE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi everyone! Is anyone flying to the KR gathering from Michigan or Northern Wisconsin = and has room for an extra person? I am in search of a ride to Red Oak. Fillip Schretter ------=_NextPart_000_0041_01C255B0.BFA3BFE0-- ------------------------------ Date: Fri, 6 Sep 2002 15:08:12 -0400 To: From: "jim wogaman" Cc: "hennie van `rooyan" Subject: Re: KR> market research REPLY Message-ID: <001201c255d8$c0169ec0$b1c429d1@jeannielobell> BK & netters: Since each plane is supposed to registered, approved, given a #, why couldn't FAA do a data base count? Probably because they never have done it that before! Let's all write our local congressional people. It can't hurt. jimwogaman jwog1@copper.net cleo :-) ----- Original Message ----- From: Brian Kraut To: krnet Sent: Thursday, September 05, 2002 9:37 PM Subject: KR> market research > Does anyone have any figures on how many homebuilts are completed in an > average year? > > > --------------------------------------------------------------------- > 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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > ------------------------------ Date: Fri, 6 Sep 2002 14:49:45 -0400 To: "gleone" From: "jim wogaman" Cc: "hennie van `rooyan" Subject: Re: KR> Re: Diesel engines Message-ID: <002401c255d6$2c932bc0$b1c429d1@jeannielobell> Gene you Wyoming cowpoke: You are correct on all counts! but, did you know that a Stinson was the 1st American plane to run a diesel and that Vauxhall makes a 1.8 lt. auto diesel engine used that was put in some type of home built. Article said it operated fine. You take care out there! Watch that coyote bait! jim wogaman jwog1@copper.net cleo :-) ----- Original Message ----- From: gleone To: jim wogaman Sent: Friday, September 06, 2002 12:31 PM Subject: Re: KR> Re: Diesel fuel > There is only one problem with diesels and that is they are heavy, even the little engines. They have heavier crank shafts and usually beefier connecting rods. On the other side, they have torque from Hell, are fuel efficient, reliable beyond belief and easy to maintain. My few pennies worth! Gene, Wyo > > jim wogaman wrote: > > > cleo :-) > > ----- Original Message ----- > > From: Russell Dold > > To: jwog1@copper.net > > Sent: Friday, September RUSSELL DOLD: Thank you very much for the information. You probably correct. > > diesel fuel is great stuff too bad we have disesl here as they do in Europe. Honda is now beginning to market Civics with diesel for the Europeian market. In Oh diesel fuel costs more than unleaded. Requires less to refine, big oil "has it's way" with us! You stay safe, healthy, free and etc. over there. jim wogaman jwog1@coppernet > > Subject: Diesel fuel > > > > Jim, > > > > A long time ago I was slightly involved in marketing speciality lubricants, and I found out a little about one of the problems which can affect diesel fuel. Apparently there is a particular bacteria that likes to live at the interface between the diesel fuel and any moisture. When conditions are exactly right these things multiply at a frightening rate and clog up everything in sight - apparently looks like slime. Some of the fuel companies market what they call "fuel conditioner" which helps the bulk suppliers to keep the problem at bay. > > > > It's my very uneducated guess that your supplier has tanks which are contaminated with this, or at least have a bit of water in them. > > > > The crowd I was involved with was Lubrication Engineers. There must be others. Hope this helps. > > > > Regards > > > > Russell Dold > > Germiston, South Africa > ------------------------------ Date: Fri, 6 Sep 2002 23:01:22 -0400 To: "hennie van `rooyan" From: "jim wogaman" Subject: Re: KR> Re: Diesel engines Message-ID: <002001c2561a$dba5a680$58c429d1@jeannielobell> ------=_NextPart_000_001D_01C255F9.51D311C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Netters: There are weight saving economies to small diesels, but with = all the other choices of engines for KRs, it seems diesels would be more = difficult to acquire. The USA is not a small diesel engine using = country. western Europe, asian area etc. a person could find many, many = diesels. If you want reduce lbs on liquid cooled engines make radiators = from aluminum AC coils/coolers. Use epoxy/glass for intakes etc. They = will breathe better and be much lighter. We made an intake for a Prelude = engine and a big subaru engine. jim wogaman jwog1@copper.net =20 cleo :-) ----- Original Message -----=20 From: Chris Pappas=20 To: jwog1@copper.net=20 Sent: Friday, September 06, 2002 9:16 PM Subject: Re: KR> Re: Diesel engines Only one problem with diesel,even if clean at take-off at elevation = condensation can contaminate the fuel.If you think gas is sensitive to = water see what happens when it get in diesel fuel! Chris Pappas >From: "jim wogaman"=20 >To: "gleone"=20 >CC: "hennie van `rooyan"=20 >Subject: Re: KR> Re: Diesel engines=20 >Date: Fri, 6 Sep 2002 14:49:45 -0400=20 >=20 >Gene you Wyoming cowpoke: You are correct on all counts! but, did you = know=20 >that a Stinson was the 1st American plane to run a diesel and that = Vauxhall=20 >makes a 1.8 lt. auto diesel engine used that was put in some type of = home=20 >built. Article said it operated fine. You take care out there! Watch = that=20 >coyote bait! jim wogaman jwog1@copper.net=20 >cleo :-)=20 >----- Original Message -----=20 >From: gleone=20 >To: jim wogaman=20 >Sent: Friday, September 06, 2002 12:31 PM=20 >Subject: Re: KR> Re: Diesel fuel=20 >=20 >=20 > > There is only one problem with diesels and that is they are heavy, = even=20 >the little engines. They have heavier crank shafts and usually = beefier=20 >connecting rods. On the other side, they have torque from Hell, are = fuel=20 >efficient, reliable beyond belief and easy to maintain. My few = pennies=20 >worth! Gene, Wyo=20 > >=20 > > jim wogaman wrote:=20 > >=20 > > > cleo :-)=20 > > > ----- Original Message -----=20 > > > From: Russell Dold=20 > > > To: jwog1@copper.net=20 > > > Sent: Friday, September RUSSELL DOLD:=20 >Thank you very much for the information. You probably correct.=20 > > > diesel fuel is great stuff too bad we have disesl here as they = do in=20 >Europe. Honda is now beginning to market Civics with diesel for the=20 >Europeian market. In Oh diesel fuel costs more than unleaded. = Requires less=20 >to refine, big oil "has it's way" with us! You stay safe, healthy, = free and=20 >etc. over there. jim wogaman jwog1@coppernet=20 > > > Subject: Diesel fuel=20 > > >=20 > > > Jim,=20 > > >=20 > > > A long time ago I was slightly involved in marketing speciality=20 >lubricants, and I found out a little about one of the problems which = can=20 >affect diesel fuel. Apparently there is a particular bacteria that = likes to=20 >live at the interface between the diesel fuel and any moisture. When=20 >conditions are exactly right these things multiply at a frightening = rate and=20 >clog up everything in sight - apparently looks like slime. Some of = the fuel=20 >companies market what they call "fuel conditioner" which helps the = bulk=20 >suppliers to keep the problem at bay.=20 > > >=20 > > > It's my very uneducated guess that your supplier has tanks which = are=20 >contaminated with this, or at least have a bit of water in them.=20 > > >=20 > > > The crowd I was involved with was Lubrication Engineers. There = must be=20 >others. Hope this helps.=20 > > >=20 > > > Regards=20 > > >=20 > > > Russell Dold=20 > > > Germiston, South Africa=20 > >=20 >=20 >=20 >--------------------------------------------------------------------- = >To post to the list, email: krnet@mailinglists.org , NOT "reply all"=20 >=20 >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org=20 >For additional commands, e-mail: krnet-help@mailinglists.org=20 >=20 >See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp=20 >or http://www.bouyea.net/ for the Word files=20 -------------------------------------------------------------------------= ----- MSN Photos is the easiest way to share and print your photos: Click = Here ------=_NextPart_000_001D_01C255F9.51D311C0-- ------------------------------ Date: Fri, 6 Sep 2002 18:19:26 -0400 To: "hennie van `rooyan" From: "jim wogaman" Cc: "Bruce Watkins" <5151flyer@charter.net> Subject: Re: cub copy & plans source Message-ID: <002401c255f3$777a1aa0$a6c429d1@jeannielobell> cleo :-) ----- Original Message ----- From: jim wogaman To: Bruce Watkins <5151flyer@charter.net> Cc: Sent: Friday, September 06, 2002 6:04 PM Subject: cub copy & plans source > B.W. & netters: Until the late 50s a company named Cleveland Models built & > sold balsa stick models of very precise quality. These were rather large > models and accurate of scale. The company was in the Cleveland, OH area. EAA > members told me their plans were adequate for home builders to follow to > make copies of planes. Would anyone know of anyone that would have access to > any of these old model plane? Perhaps they would allow me to copy the > planes. I would post a surety deposit to cover the loan of the planes. Thank > you. jim wogaman jwog1@copper.net > cleo :-) > ----- Original Message ----- > From: Bruce Watkins <5151flyer@charter.net> > To: jim wogaman > Sent: Friday, September 06, 2002 5:43 PM > Subject: Re: KR> Continental A-65 exhaust wanted REPLY > > > > Jim, yes I have a 5151. I have built THREE 5151's but this is the last! > > Mush larger than a KR-1 also sloooooooooower but they are guarantee to > > absolutely turn heads at any airport! > > Here are a few pictures of my 5151. > > enjoy,. > > Bruce > > btw, I am using the A-65 in a full size Super Cub replica > > > > > > > > ----- Original Message ----- > > From: "jim wogaman" > > To: "Bruce Watkins" <5151flyer@charter.net> > > Sent: Friday, September 06, 2002 10:00 AM > > Subject: Re: KR> Continental A-65 exhaust wanted REPLY > > > > > > > Bruce Watkins: Do you have a 5151 plane? Did you build it? Is it near > the > > > same size as an KR1? A man from Westerville, OH built a .60% f51. Had a > > > 400HP Ranger engine, retractable gear from some piper plane, He told me > he > > > quit recording work hours @ 8,500. It was beautiful. My older brother > flew > > > those in WWII. Loved them. They have a magic look to them. Designed in 6 > > > days. That's the story. Were build here in CMH on E. 5th avenue. plant > > > employed 13K people. Tell me about your plane. Thanks jim wogaman > > > jwog1@copper.net > > > cleo :-) > > > ----- Original Message ----- > > > From: Bruce Watkins <5151flyer@charter.net> > > > To: > > > Sent: Thursday, September 05, 2002 9:49 PM > > > Subject: KR> Continental A-65 exhaust wanted > > > > > > > > > Hello All, > > > I'm looking for the exhaust system for a Continental A-65. If you are > > > constantly tripping over this setup while working on your KR and need to > > > find it a home please contact me. > > > Thanks, > > > Bruce Watkins > > > > > > Bruce Watkins > > > 5151flyer@charter.net > > > > > > > > > > > > ------------------------------ Date: Fri, 6 Sep 2002 20:03:53 -0400 To: "gleone" From: "jim wogaman" Cc: "hennie van `rooyan" Subject: Small engines Message-ID: <000701c25602$119e3720$a9c429d1@jeannielobell> Gene & netters: Suzuki, Honda & Yamaha all make quality air cooled engines for their bikes. Harley lovers will hate me for not mentioning their's too expensive, not reliable etc. On TV I saw a 60% scale Lockeed P38 using 2 asian bike engines, I believe they were 1100cc each. It was all metal. The guy was a retired sheet metal worker. Had a nifty tri gear. Looked a tiny bit strange because he was a big man and couldn't get the body down quite to match the other parts of the plane. It flew though. He was an exUSAF mechanic from Korean & WWII. Seemd to be a hell of guy! Too bad we are looseing them at a rate of 1100/ month. My old friend is a VW manfrom the 60s. Dose Porches too. He always says do not put too much juice in the VW engines for power/speed because they were not originally engineered for the stresses. He has build super powered dune buggies. They need constant rework. Not because of inferior work. the stress is too great! jim wogaman cleo :-) ----- Original Message ----- From: gleone To: jim wogaman Sent: Friday, September 06, 2002 6:46 PM Subject: Re: KR> Re: Diesel engines > That is interesting! I've seen a couple of sites some time back where they > were discussing using small diesels in their planes but don't remember where it > was. The really nice thing about them is they are like small tanks for > durability. I'm hoping to find a small engine to fit the BD that will mount to > the drive system. I almost bought an Arctic Cat 4000 (running) for $350 but > found the shaft is tapered and won't fit the drive system reduction box. I will > may end up going with a Mazda rotary engine or a small Japanese engine (hate > going with water cooling due to weight and scoops) but still looking at other > options. Catch you later. > > jim wogaman wrote: > > > Gene you Wyoming cowpoke: You are correct on all counts! but, did you know > > that a Stinson was the 1st American plane to run a diesel and that Vauxhall > > makes a 1.8 lt. auto diesel engine used that was put in some type of home > > built. Article said it operated fine. You take care out there! Watch that > > coyote bait! jim wogaman jwog1@copper.net > > cleo :-) > > ----- Original Message ----- > > From: gleone > > To: jim wogaman > > Sent: Friday, September 06, 2002 12:31 PM > > Subject: Re: KR> Re: Diesel fuel > > > > > There is only one problem with diesels and that is they are heavy, even > > the little engines. They have heavier crank shafts and usually beefier > > connecting rods. On the other side, they have torque from Hell, are fuel > > efficient, reliable beyond belief and easy to maintain. My few pennies > > worth! Gene, Wyo > > > > > > jim wogaman wrote: > > > > > > > cleo :-) > > > > ----- Original Message ----- > > > > From: Russell Dold > > > > To: jwog1@copper.net > > > > Sent: Friday, September RUSSELL DOLD: > > Thank you very much for the information. You probably correct. > > > > diesel fuel is great stuff too bad we have disesl here as they do in > > Europe. Honda is now beginning to market Civics with diesel for the > > Europeian market. In Oh diesel fuel costs more than unleaded. Requires less > > to refine, big oil "has it's way" with us! You stay safe, healthy, free and > > etc. over there. jim wogaman jwog1@coppernet > > > > Subject: Diesel fuel > > > > > > > > Jim, > > > > > > > > A long time ago I was slightly involved in marketing speciality > > lubricants, and I found out a little about one of the problems which can > > affect diesel fuel. Apparently there is a particular bacteria that likes to > > live at the interface between the diesel fuel and any moisture. When > > conditions are exactly right these things multiply at a frightening rate and > > clog up everything in sight - apparently looks like slime. Some of the fuel > > companies market what they call "fuel conditioner" which helps the bulk > > suppliers to keep the problem at bay. > > > > > > > > It's my very uneducated guess that your supplier has tanks which are > > contaminated with this, or at least have a bit of water in them. > > > > > > > > The crowd I was involved with was Lubrication Engineers. There must be > > others. Hope this helps. > > > > > > > > Regards > > > > > > > > Russell Dold > > > > Germiston, South Africa > > > > > ------------------------------ Date: Fri, 6 Sep 2002 21:27:15 -0400 To: From: "Audrey and Harold Woods" Subject: epoxy tips. Message-ID: <008701c2560d$b2fd3f20$b0046418@baol.phub.net.cable.rogers.com> ------=_NextPart_000_0084_01C255EC.2B86E9E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I put my epoxy in plastic peanut butter jars.(they do not break if you = drop them.) I use a 50 ml syringe for the epoxy. I cover all the numbers = on the side with clear cello tape to prevent future wipe offs. I mark = the piston end with a red E for identification.The syringe sits on a tin = can. I use a different sized plastic jar for hardener.(to prevent = accidental refills with the "other stuff"- After making this error one = day I learned size jogs the memory.) Similarly use a different sized = syringe for the hardener also clear taped and the piston marked H. It = too sits in a soup can resurved for the hardener syringe only. I like = systems that are in the ratio of 1 to 1 or 2 to 1 I can look at a = glueing job and decide how much glue it will take . It is a simple job = to get the correct amount without waste. Have friends and relatives save you baby food cans for mixing. Never mix = a second batch in the same can right away, let it harden first. Use a = clean can instead. I always mix with a brush. I use one of those brushes = that plumbers use to apply flux when soldering. I keep the brush in a = can of reactive dilutant.Excessive reactive dilutant will prevent the = epoxy mix from hardening. I have had a brush that lasted over a year = until one day I forgot to clean it and put it in the reactive dilutant. = You can also use acetone to store the brush in.However you must keep the = tops sealed to prevent evaporation of the acetone.Good luck. Harold = Woods. --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.381 / Virus Database: 214 - Release Date: 8/2/02 ------=_NextPart_000_0084_01C255EC.2B86E9E0-- ------------------------------ Date: Fri, 6 Sep 2002 12:26:38 -0700 To: From: "Peter Johnson" Subject: Good Info On Auto Engines Message-ID: <000201c2563a$865c8f20$2609eccf@peter> ------=_NextPart_000_0071_01C255A0.A5E26080 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable In response to the discussion about various auto engines mentioned the = last week, and in light of Hennies recent math about engines, may I = suggest to those who are interested in auto engine conversions, design, = study, etc that you look at subscribing to 'Contact!' magazine. Of all the magazines I receive in a month, Contact! is the only one that = offers up real world experiences from real world builders and = experimenters. If you have ANY interest is what's involved in converting auto engines = to aircraft use and the associated systems design, you really must = subscribe to Contact! Do a 'Google' search for it and you'll find out all you need to = subscribe to it. Hope this helps someone somewhere.... mailto:pjohnson@voyageur.ca ------=_NextPart_000_0071_01C255A0.A5E26080-- ------------------------------ Date: Sat, 7 Sep 2002 01:22:53 -0400 To: "Daniel Heath" , "Krnet@Mailinglists.Org" From: "bill kirkland" Subject: Re: KR> Why re-building canopy? Message-ID: <004201c2562e$9e4806c0$eb942a18@lndn.phub.net.cable.rogers.com> What about a bakery or a pizza oven? W.G.(Bill) KIRKLAND kirkland@vianet.on.ca ----- Original Message ----- From: "Daniel Heath" To: "Krnet@Mailinglists.Org" Sent: Thursday, September 05, 2002 9:34 AM Subject: RE: KR> Why re-building canopy? > If you are just building the wind shield, The kitchen oven works fine. Bill > Starrs > > Bill, > > That would be really great and I wish it were so, but I can't get a 15" by > 51" piece of Acrylic in my oven. I wish you lived closer, and I could come > over and use yours. > > See you in Red Oak. > > Daniel R. Heath > > See our KR2 at: http://kr-builder.org > > See our EAA Chapter 242at: http://WWW.EAA242.ORG > > > > > --- > Outgoing mail is certified Virus Free. > Checked by AVG anti-virus system (http://www.grisoft.com). > Version: 6.0.381 / Virus Database: 214 - Release Date: 8/2/2002 > > > --------------------------------------------------------------------- > 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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > ------------------------------ Date: Fri, 6 Sep 2002 22:33:24 -0700 To: "bill kirkland" , "Daniel Heath" , "Krnet@Mailinglists.Org" From: "bstarrs" Subject: Re: KR> Why re-building canopy? Message-ID: <003c01c25630$165fef00$9200a8c0@bstarrs> As long as the temp. is 300 to 320 degrees,any thing will do. It takes between 5 to 10 min soften it up. Bill Starrs ----- Original Message ----- From: "bill kirkland" To: "Daniel Heath" ; "Krnet@Mailinglists.Org" Sent: Friday, September 06, 2002 10:22 PM Subject: Re: KR> Why re-building canopy? > What about a bakery or a pizza oven? > W.G.(Bill) KIRKLAND > kirkland@vianet.on.ca > ----- Original Message ----- > From: "Daniel Heath" > To: "Krnet@Mailinglists.Org" > Sent: Thursday, September 05, 2002 9:34 AM > Subject: RE: KR> Why re-building canopy? > > > > If you are just building the wind shield, The kitchen oven works fine. > Bill > > Starrs > > > > Bill, > > > > That would be really great and I wish it were so, but I can't get a 15" by > > 51" piece of Acrylic in my oven. I wish you lived closer, and I could > come > > over and use yours. > > > > See you in Red Oak. > > > > Daniel R. Heath > > > > See our KR2 at: http://kr-builder.org > > > > See our EAA Chapter 242at: http://WWW.EAA242.ORG > > > > > > > > > > --- > > Outgoing mail is certified Virus Free. > > Checked by AVG anti-virus system (http://www.grisoft.com). > > Version: 6.0.381 / Virus Database: 214 - Release Date: 8/2/2002 > > > > > > --------------------------------------------------------------------- > > 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.maddyhome.com/krsrch/index.jsp > > or http://www.bouyea.net/ for the Word files > > > > > > > --------------------------------------------------------------------- > 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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > ------------------------------ Date: Sat, 07 Sep 2002 00:18:49 -0700 To: krnet@mailinglists.org From: Ross Youngblood Subject: Back at building. Message-Id: I had today off, and ran lots of errands related to getting back onto a construction schedule with the KR-2. I'ts amazing how much better things are at the hangar with ALL my tools in one place, and a old couch for good measure. Previously, I had some tools at the house and some at the airport. Now I'm renting, and figured it's best to have everything at the airport. Also, I have a small scrap of carpet about 8' by 2' which works great to lie on when your underneath the KR. I spent today re-building the pitot/static mount inside the stub wing. All the trailering had caused some hangar rash when the pitot tube struck the inside wheel well of the trailer. (Bummer). Today I cut a piece to fit, floxed it into place this morning, then trimmed and fit the pitot/static tube back in place. Feels good to get going again. Tomorrow I'm going to try and resolve once and for all my fuel flow/interconnect issues on my wings. I decided to buy those quick disconnects from ACS/Wicks which are teflon and allow me to disconnect the wing tanks and remove the wings without worrying about draining fuel. These are great for connecting/disconnecting, but I routed the fuel line along the fwd side of the aft spar and used adel clamps captured by the wing attach fittings. The problem is that the barb fitting is so close to the fuel line, that there is really no room for the quick disconnect assembly when everything is put together causing kinks etc. A real pain in the ***. If we had real "plans" for the KR, perhaps it would deal with issues like recommended fuel line routing etc, but when you are on your own, you get into these nifty little situations. My currrent plan is to route the fuel line along the aft spar, but then route it forward of the spar about 3-6" parallel to the spar and attach it to the bottom of the wing/skin/rib. Then attach the 1/4 flexible hose to the aluminum fuel line inside the wing stub with enough length to solve my kink problem. I had originally planned all aluminum fuel lines to the wing tanks, so the fuel barb/fittings for the tank were initially as close as possible to where the fuel line was at the rear wing attach fittings. Changing mid stream to the quick disconnect idea with barbed fittings caused all my grief. Also, if the aluminum fuel line extends beyond the wing attach fittings, you are asking for major issues when you attempt to trailer, or even walk by the stub wing. I am on my second set of fuel lines due to bending and breaking off the ends simply from walking around the KR over the years. I picked up another motorocycle battery at K-mart. This is #4 since the first one. The movers would not move the two new batteries I had in Arizona, and I forgot to take them with me when I moved the plane in the trailer... DOH! The nice thing about using a 14AA2 Champion battery is that you can buy them late at night from K-mart, charge them overnight, and play with your engine the next morning. Try doing that with a certified airplane! I may replace the battery with a dry cell at some point in the future, but for static, and taxi testing I figure this will be more than fine. I don't recall who the guy is who has the turbo on his VW, but that is impressive. It's on my future shopping list. I'm missing one AN-5 castle nut for my prop bolts. I've orderd six, but they probably won't show up until next week... I may just throw any old nut on the prop hub for some testing tomorrow, against my concerns over mass balance. The city is planning to tear up the taxiway in front of my hangar this month. I figure that is the best way to insure that I will get a lot of work done this month. The best way for me to be inconvienced by this construction work is to have my KR all ready for taxi tests, but not be able to use the taxiway. The owner of the hangar offered to move me to another spot temporarily without electricity. I figured that would just mean I would move the plane and move it back without doing any work this month... so I'm staying where I have electricity but possibly no way to taxi. -- Regards Ross Ross Youngblood http://N541RY.com mailto:rossy65@attbi.com (Home) mailto:ross_youngblood@credence.com (Work) ------------------------------ End of krnet Digest ***********************************