From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 341, Issue 2 Date: 3/15/2004 11:56:10 AM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. RE: Octanes (Dan Heath) 2. Re: Advertising (Mark Langford) 3. Re: Octanes (Orma Robbins) 4. Re: Octanes (Mark Langford) 5. taxi testing (Oscar Zuniga) 6. operating lean of peak (Oscar Zuniga) 7. Aileron deflection (larry flesner) 8. RE: Octanes (francis fenlason) 9. Re: Incidence (Len Steyn) ---------------------------------------------------------------------- Date: Mon, 15 Mar 2004 06:15:07 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: RE: KR>Octanes Message-ID: <4055903B.00000F.03896@Computer> References: Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 1 RE: You also may have to lower the compression of the engine if you switc= h to auto fuel. =0D =0D What compression for 92 octane? I know that my local VW repair shop has a sign out front that warns everyone with a VW engine, to use high test. Th= at is for a street set up and I don't know what compression that usually is.= =0D =0D For us, it is all probably mute, because we don't have an auto gas pump a= t the airport and it is a pain and can be dangerous, to haul and pour fuel.= As little as the VW burns, we will most likely stick to AvGas.=0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Mon, 15 Mar 2004 06:38:52 -0600 From: "Mark Langford" To: "KRnet" Subject: Re: KR>Advertising Message-ID: <029c01c40a8a$78eed860$5e0ca58c@tbe.com> References: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Frank Smith wrote: > The other engine is a type 4 , This engine is new except for test run > on a test stand this engine was specially built for aircraft use it > is also a 2600 CC engine that comes out to be 115 HP, I am asking $3800. If I'm not mistaken, this is the engine I sold him last year, that I had built for me by Mark Stephens Machine. It lived under my workbench (wrapped in plastic) for years until he called me up and asked if he could buy it. It doesn't have a Force One bearing in it, but it's setup for a rear drive instead. There are more details at http://home.hiwaay.net/~langford/kvw.html . I really regretted selling it to him once it was gone... Mark Langford, Huntsville, AL N56ML at hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Mon, 15 Mar 2004 07:36:46 -0500 From: "Orma Robbins" To: "KRnet" Subject: Re: KR>Octanes Message-ID: <006c01c40a8a$33231bc0$422ed445@ROBBINS1> References: <003a01c40a41$dc43a830$99ef0843@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 3 Morning Netters' Many years while exercising the privilege and freedom to do what I liked with my homebuilt, I refueled in my usual manner which was to fill two 5 gal cans after I filled my car, at the time an Escort GT. On this unremarkable summer day my plan was to go cross country. After take off and holding in ground effect to build up speed, I pulled back for a fast climb. to my surprise, I had no power. I lowered the nose and continued rather flat for a while and then tried again to increase the climb angle. Again I had no power and this time I noticed a rattle from the engine. As I struggled to gain enough altitude to make a go around. I continued to hear the noise. I landed without incident and continued to parking. After that I searched all weekend to find the problem. I looked at timing, valves, adjusted the posa several times and in general wasted the whole weekend. On the way home Sunday in the Escort, while going up a very slight grade I heard the same rattle from that engine. At that point the light in my head came on very bright. It was detonation, most likely from a bad blend, or contamination, or too low of an octane. I continued to use up the gas in the car, but the next day after work I went to the airport and drained the KR and Never put auto fuel in it again!!! If this had happened on some short strip with a few trees at the end, I would have not made it. I know some have done it with great success, but one bad experience will teach you. The only problem that I see with auto fuel is that quality could sometimes be suspect. I used a name brand station (Axxxx). Maybe they got a bad batch. If that had happened at the airport, it is more likely that every purchaser would know rather quickly.Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR http://www.aviation-mechanics.com ------------------------------ Date: Mon, 15 Mar 2004 06:43:28 -0600 From: "Mark Langford" To: "KRnet" Subject: Re: KR>Octanes Message-ID: <02ae01c40a8b$1df1e320$5e0ca58c@tbe.com> References: <003a01c40a41$dc43a830$99ef0843@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 4 Colin wrote: > Expect any time you change fuel grade to completely re-tune. I hear what you're saying, but this statement is way too broad to be accurate. After all, aviation carburetors have a variable mixture control on them. Mark Langford, Huntsville, AL N56ML at hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Mon, 15 Mar 2004 08:08:18 -0600 From: "Oscar Zuniga" To: krnet@mylist.net Subject: KR>taxi testing Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 5 Not to be a pickle-puss or a wet blanket, but regarding taxi testing with a passenger onboard: when Paul Martin was taxi-testing his KR2 (on a backwoods strip) he took me down the runway on one of his runs. We got photos, which were posted on my website. I posted a little report on Paul's testing at the time and got upbraided for violating safety guidelines as well as the FARs. The FARs strictly prohibit carrying passengers during the testing phase of certification of an experimental aircraft, unless the person is a required crewmember. The reasons for this are obvious. So while it's fun to do this, it's a violation. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Create a Job Alert on MSN Careers and enter for a chance to win $1000! http://msn.careerbuilder.com/promo/kaday.htm?siteid=CBMSN_1K&sc_extcmp=JS_JASweep_MSNHotm2 ------------------------------ Date: Mon, 15 Mar 2004 08:21:23 -0600 From: "Oscar Zuniga" To: krnet@mylist.net Cc: corvaircraft@mylist.net Subject: KR>operating lean of peak Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 6 Sometime back, Dana Overall posted a link to the KRNet, a technical paper about GAMIjectors and operating lean of peak (for operation of the 550 in his his Bonanza). I was reading an article in AOPA Pilot about engine operation LOP and as Dana had mentioned, it's not too practical to do this with a carbureted engine due to the variation in mixture delivered to each cylinder. Attempting to lean past the peak usually results in unacceptably rough running. So the article gave a tip to try on carbureted engines: apply carb heat in conjunction with the leaning operation and see if you can find a combination that works. Apparently this has been used on Twin Beeches (among others) with good results. Now why would you want to go to all this effort to run lean in the first place? Using carb heat results in a drop in RPM (and power), right? Well, it turns out that the engine likes to run LOP, as the graphs of EGT, CHT, and specific fuel consumption indicate. All of those values drop off as you go LOP. For those out there who want to maximize performance at cruise, running LOP is worth experimenting with. Someone here mentioned Klaus Savier and his Lightspeed ignition recently, and it should be noted that Klaus is one who has made lots of forays into the world of maximized performance... which is how his ignition was developed (performance runs and racing). Running LOP requires looking at things in a new and different way. Which is how Dana operates anyway... but that's another story ;o) Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Find things fast with the new MSN Toolbar – includes FREE pop-up blocking! http://clk.atdmt.com/AVE/go/onm00200414ave/direct/01/ ------------------------------ Date: Mon, 15 Mar 2004 08:42:06 -0600 From: larry flesner To: KRnet Subject: KR>Aileron deflection Message-ID: <3.0.6.32.20040315084206.00866d90@pop.midwest.net> In-Reply-To: <004501c40a43$af502bd0$99ef0843@RaineyDay> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Precedence: list Message: 7 >It seems that my bellcranks may have been made alittle shy of the >required deflection. It seems that the right wing moves down acceptably, but does not move up to the correct angle of deflection. >Colin ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Colin, Before you start to redrill bellcranks I'd suggest you try the following. Start by getting the stick and bellcranks set to the neutral position and the cable tension adjusted. The stick neutral position is easy to locate. The neutral position on the bellcranks can best be found by having the "crossover" cable and the cable from the stick intersect at a 90 degree angle at the bellcrank. It's been a while but I think that's how it worked out. Look at the airplane or a picture and you'll see what I'm talking about. Secure the stick in the neutral position. Now clamp the trail edge of the aileron to neutral and install/adjust the pushrod. Don't be surprised if the two pushrods require a different length. I installed the first pushrod and adjusted the second to the same length before installing only to find I had made some kind of error and the second push rod needed to be approx 3/8" longer. That won't be a problem if the system is adjusted properly. When checking deflection make sure when one aileron is max up that the other is max down at the same time (don't make independent checks) and that the midpoints are correct also. This should insure that you get the same roll rate / aileron feel in both directions. If you don't have a digital level try to borrow one for this process. It helps to turn a "forced march" into a "cake walk". After 20 hours of flight time I've found that what I thought was a heavy right wing does not exist. It turns out my KR is in perfect rig. It flys wings level at any airspeed with both ailerons at the neutral point and hands off the stick. It turns out I won't need any fixed trim tabs on any of my control surfaces. This is on a KR that was built using two bubble levels and the 48" ribs to set the wing center section and the outer wing panels built independently of each other using a "SmartLevel" to set the washout. I outlined the process I used to build the wing center section and outer wings in a newletter article many years back. Anyone with the CD can check it out. I believe there is also an e-mail in the archives that describes it also. If you can't find either of these and want to see the process I used I could e-mail you the article direct. I'm still convinced the process I used is the most simple and accurate way to go. If as they say , the proof is in the pudding, I don't see how anyone can dispute it. Larry Flesner ------------------------------ Date: Mon, 15 Mar 2004 09:19:24 -0600 From: "francis fenlason" To: "'KRnet'" Subject: RE: KR>Octanes Message-ID: <000001c40aa0$eff25de0$0fe2b741@primelibrary> In-Reply-To: <10367-40553605-3294@storefull-3138.bay.webtv.net> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 8 When using autogas also keep in mind that some states require alcohol in all gas, some only in mid grade gas. Result is you must know the state where you are buying your gas. In my situation (I live on the border) I have one state which in which all gas contains alcohol with no warnings on the pump to tell you the gas contains alcohol. This may be why some of you are having problems with your carburetor. It definitely must be set differently for fuel containing alcohol. Thanks Russ Fenlason Breckenridge, MN asiruss@702com.net ------------------------------ Date: Mon, 15 Mar 2004 20:24:38 +0200 From: "Len Steyn" To: "KRnet" Subject: Re: KR>Incidence Message-ID: <000901c40aba$c9d9b760$b8a8fea9@co.za> References: <001101c409d5$66c83f60$b8a8fea9@co.za> <0db701c409d8$1d52d450$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 9 Thanks Mark Great to have somebody to talk to. > Len Steyn wrote: > > > Using the full scale template's, draw the spars in. Measure from the top > or bottom inside the distance to the cordline where it intersects the spar. > Transfer this to the actual spars. Connect the two points by drawing a line > on the fuselage. Setting the firewall to vertical, measure the incidence > angle in this line.< > > Sounds like a plan to me. Keep in mind though that your firewall probably > isn't vertical with comparison to your fuselage (of course it depends on > where you check the fuselage). Dan Diehl recommends you put a 2 foot level > on your top longeron centered between forward and aft spars and use that as > level. One bonus is that you can always get there to measure, unlike your > firewall after a bunch of stuff is attached to it (I've finally lived long > enough to have that problem). Check each longeron and if they are > different, decide which one you're going to use and stick with it. And the > longeron is more representative of how the plane itself will be flying, > rather than the firewall. > > Having said all of that, a lot of people have used the firewall and they are > doing just fine. It's probably just personal preference, until somebody > figures out what angle the fuselage is optimally supposed to fly at > anyway... > > Mark Langford, Huntsville, Alabama > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 341, Issue 2 ************************************* ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================