From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 520 Date: 12/21/2005 1:02:25 PM 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: Book (Dan Heath) 2. RE: Closing carb (Golden, Kevin) 3. R?f. : KR> KRs around the world (Serge VIDAL) 4. Re: R?f. : KR> KRs around the world (Cris.) 5. I love my KR2 (Oscar Zuniga) 6. RE: Closing carb (Doug Rupert) 7. Re: R?f. : KR> KRs around the world (jeffyork40@qx.net) 8. RE: Closing carb (Golden, Kevin) 9. Re: Emergency landing (M & C) 10. Re: R?f. : KR> KRs around the world (phil brookman) 11. Newbie (not really!) (driessen2@tiscali.nl) 12. Re: R?f. : KR> KRs around the world (Robert L. Stone) 13. Re: RE: KR> Closing carb (danrh@alltel.net) 14. Re: R?f. : KR> KRs around the world (jeffyork40@qx.net) ---------------------------------------------------------------------- Message: 1 Date: Wed, 21 Dec 2005 05:40:13 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Book To: Message-ID: <43A9310D.000020.02484@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Same book from BooksAmillion http://www.booksamillion.com/ncom/books?id=3351611278041&isbn=0070362408 $16 See N64KR at http://KRBuilder.org - Then click on the pics See you in Mt. Vernon - 2006 - KR Gathering There is a time for building and a time for FLYING and the time for building is OVER. Daniel R. Heath - Lexington, SC -------Original Message------- Also, here is a link to the book Mark Langford was recommending, "Stick and Rudder" http://www.sportys.com/acb/webpage.cfm?&DID=19&WebPage_ID=68 also costs $24.95 ------------------------------ Message: 2 Date: Wed, 21 Dec 2005 07:02:20 -0500 From: "Golden, Kevin" Subject: RE: KR> Closing carb To: , "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" You want to be sure what ever your flying that the carburetor will go wide open if it should become disconnected from the control cable. I had the throttle cable come unhooked on my Tr2 one time after a mechanic rebuilt the carburetor. Luckily, it went wide open and I could return to the airport without a problem. I also fly ultralight airplanes. The carburetor normally used on a 2 stroke is the Mikuni and these always have an internal spring trying it's hardest to give you a forced landing. It is set to go to idle if the cable breaks. Ultralights this is not as scarey, but higher speed aircraft it is. Kevin. -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Colin Rainey Sent: Tuesday, December 20, 2005 7:10 PM To: krnet@mylist.net Subject: KR> Closing carb Dan I believe that in all cases, if you do not prevent the carb from closing, the throttle plate on ALL carbs will get sucked shut or sucked open, depending on which way the bias is made in the throttle plate. Most throttle plates are made with a slight bias towards the bottom, or closing direction, so that the engine will suck the throttle plate against the throttle stop screw allowing it to hold an idle consistently. If not you would have to actually move it back to idle, or any other position always. The Lycomings I flew would suck the throttle shut gradually while running if some amount of friction lock was not used. We would always set it so that there was just enough tension to hold the throttle in place but allow for changes to be made if needed or desired. Be glad you do not have my carb; I have to ADD a spring to counter the throttle return spring so that mine will stay put where I open it to or it will behave like it does in the car and return to idle whenever I am not holding the throttle! LOL I will also add some friction at the throttle quadrant for holding it in one place, but allowing for adjustments... Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html *The information contained in this message may be confidential and/or subject to legal privilege, and is for the use of the intended addressee only. Any unauthorized use, dissemination or copying of the information in this message is strictly prohibited. If you have received this message in error, please notify the sender immediately and delete this message.* ------------------------------ Message: 3 Date: Wed, 21 Dec 2005 16:05:06 +0100 From: Serge VIDAL Subject: R?f. : KR> KRs around the world To: KRnet Message-ID: Content-Type: text/plain; charset="us-ascii" I know it's not Friday, but all this oil leak talk made me feel like I should share that painful memory with you, guys! A few years ago, in South Africa, I was busy upgrading the instrument panel of my taildragger KR2. Obviously, the aircraft was grounded for a while, so it was a good time to do some engine maintenance too. Then, one day, I finished the new instrument panel, and felt like fitting it quickly, so that I could resume the fun part: FLYING! . So, after work, I drove directly to the hangar, installed the new instrument panel, reconnected all the wires and lines, and prepared the freshly serviced engine for a run-up. At about 8 PM, I asked Andrew, the Black guy who kept the hangar to open the doors. I pushed the aircraft outside, and got ready for the engine run-up. Obviously, I did not bother to put the engine cowling back. Wheels chocked, tail tied town; I swinged the prop, and sat happily in the cockpit... until Andrew signalled that something was wrong. I shut the engine, and asked "What's wrong?". Andrew answered: "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a very large oil pool under the engine, exactly as he said! So, I learnt my first lesson of the night: do not, ever, forget the seals when you put the tappet covers back, otherwise you are going for a serious oil mess! A few minutes later, tappet covers seals duly in place, all evidence of the blunder wiped clean, I made a second start, sat in the cockpit, and happily revved the engine, when suddenly, I got the disturbing feelng that my pants were wet. A glance down confirmed the impression: my pants were soaked with engine oil! That's how Iearnt my second lesson of the night: when installing the instrument panel, never, ever, forget to reconnect the oil line of the oil pressure gauge, otherwise you are going for a VERY serious oil mess! Oh, well! Now, my heart was filled with anger, so I smartly channelled that anger towards the one-and-only culprit: the MECHANICAL oil gauge! What a stupid idea, anyway, to run a high pressure, high temperature oil line inside a cockpit! What would happen if the line burst in flight, eh? Who wants to get an engine failure and a pair of burnt legs to boot? Incidentally, a few days ago,I had bought an electrical oil pressure gauge, which I intended to mount some day. Well, let's say that's the day. I am not going to ever start that engine again with that sillly mechanical oil gauge! So, I rushed home, took the electrical gauge, informed my wife that she was in for a lonely evening, and rushed back to the airfield. By the time I was back, Andrew had wiped any evidence of my second blunder clean. How nice of him! Installing that electric gauge took nearly two hours of hard work. You see, my engine has fancy baffles, made of mild steel, which had to be reshaped to fit the sender, so a lot of drilling and grinding was required. But a couple hours later, I was ready for my third engine run-up, this time with an electrical oil sender in place. With such a safe and reliable solution now fitted, nothing else could go wrong, right? Well, not quite. This time, it took a few minutes before Andrew gave me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all over the engine! A short investigation led to the third lesson of the night: when drilling and grinding in the oil sender area, make sure you don't nick the oil cooler, even slightly, because the darn thing is VERY fragile and any tiny nick may result in a high pressure oil leak!, which in turn will give you a VERY BAD oil mess! That last blunder was the most costly, because, you see, VW Type 4 oil coolers are expensive, and also hard to find. But at least, I did not have to tell them at the shop why exactly I needed one! Serge Vidal KR2 "Kilimanjaro Cloud" Paris, France ------------------------------ Message: 4 Date: Wed, 21 Dec 2005 16:10:57 +0100 From: "Cris." Subject: Re: R?f. : KR> KRs around the world To: KRnet Message-ID: Content-Type: text/plain; charset=ISO-8859-1 I was about to break into tears. Shit happens. Thank you for your account :-) C. 2005/12/21, Serge VIDAL : > I know it's not Friday, but all this oil leak talk made me feel like I > should share that painful memory with you, guys! > > A few years ago, in South Africa, I was busy upgrading the instrument > panel of my taildragger KR2. Obviously, the aircraft was grounded for > a while, so it was a good time to do some engine maintenance too. > Then, one day, I finished the new instrument panel, and felt like > fitting it quickly, so that I could resume the fun part: FLYING! . So, > after work, I drove directly to the hangar, installed the new > instrument panel, reconnected all the wires and lines, and prepared > the freshly serviced engine for a run-up. > > At about 8 PM, I asked Andrew, the Black guy who kept the hangar to > open the doors. I pushed the aircraft outside, and got ready for the > engine run-up. Obviously, I did not bother to put the engine cowling > back. Wheels chocked, tail tied town; I swinged the prop, and sat > happily in the cockpit... until Andrew signalled that something was > wrong. I shut the engine, and asked "What's wrong?". Andrew answered: > "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a > very large oil pool under the engine, exactly as he said! > > So, I learnt my first lesson of the night: do not, ever, forget the > seals when you put the tappet covers back, otherwise you are going for > a serious oil mess! > > A few minutes later, tappet covers seals duly in place, all evidence > of the blunder wiped clean, I made a second start, sat in the cockpit, > and happily revved the engine, when suddenly, I got the disturbing > feelng that my pants were wet. A glance down confirmed the impression: > my pants were soaked with engine oil! > > That's how Iearnt my second lesson of the night: when installing the > instrument panel, never, ever, forget to reconnect the oil line of the > oil pressure gauge, otherwise you are going for a VERY serious oil > mess! > > Oh, well! Now, my heart was filled with anger, so I smartly channelled > that anger towards the one-and-only culprit: the MECHANICAL oil gauge! > What a stupid idea, anyway, to run a high pressure, high temperature > oil line inside a cockpit! What would happen if the line burst in > flight, eh? Who wants to get an engine failure and a pair of burnt > legs to boot? > > Incidentally, a few days ago,I had bought an electrical oil pressure > gauge, which I intended to mount some day. Well, let's say that's the > day. I am not going to ever start that engine again with that sillly > mechanical oil gauge! > > So, I rushed home, took the electrical gauge, informed my wife that > she was in for a lonely evening, and rushed back to the airfield. By > the time I was back, Andrew had wiped any evidence of my second > blunder clean. How nice of him! > > Installing that electric gauge took nearly two hours of hard work. You > see, my engine has fancy baffles, made of mild steel, which had to be > reshaped to fit the sender, so a lot of drilling and grinding was > required. But a couple hours later, I was ready for my third engine > run-up, this time with an electrical oil sender in place. With such a > safe and reliable solution now fitted, nothing else could go wrong, > right? > > Well, not quite. This time, it took a few minutes before Andrew gave > me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all > over the engine! > > A short investigation led to the third lesson of the night: when > drilling and grinding in the oil sender area, make sure you don't nick > the oil cooler, even slightly, because the darn thing is VERY fragile > and any tiny nick may result in a high pressure oil leak!, which in > turn will give you a VERY BAD oil mess! > > That last blunder was the most costly, because, you see, VW Type 4 oil > coolers are expensive, and also hard to find. But at least, I did not > have to tell them at the shop why exactly I needed one! > > > Serge Vidal > KR2 "Kilimanjaro Cloud" > Paris, France > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > -- Il fatto che un'opinione sia ampiamente condivisa, non è affatto una prova che non sia completamente assurda. (Bertrand Russell) ------------------------------ Message: 5 Date: Wed, 21 Dec 2005 10:06:20 -0600 From: "Oscar Zuniga" Subject: KR> I love my KR2 To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Mark L. wrote- >Sounds like I need to start working up a spring time trip to Arizona >and maybe stop by San Antonio on the way back. Hey, Mark- if you end up not taking a pax on the trip, howzabout you make room to bring back a set of Corvair engine cases that DJ Vegh is holding for me in his hangar? ;o) Wouldn't that make a picture... Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net ------------------------------ Message: 6 Date: Wed, 21 Dec 2005 13:06:38 -0500 From: "Doug Rupert" Subject: RE: KR> Closing carb To: , "'KRnet'" Message-ID: <000801c60659$4b411410$506cd1d8@office> Content-Type: text/plain; charset="windows-1250" Colin I think I'd rather have your setup than one that goes wide open. One specific instance where this comes in handy would be short final. Stuck wide open could be a bitch since you'd have to shut down and dead stick the landing. Again, I have absolutely no experience with aircraft carbs but have lost more than a few automotive engines when the throttle return spring has let go. Doug Rupert Be glad you do not have my carb; I have to ADD a spring to counter the throttle return spring so that mine will stay put where I open it to or it will behave like it does in the car and return to idle whenever I am not holding the throttle! LOL I will also add some friction at the throttle quadrant for holding it in one place, but allowing for adjustments... Colin Rainey -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.3/209 - Release Date: 12/21/2005 ------------------------------ Message: 7 Date: Wed, 21 Dec 2005 13:39:13 -0500 From: Subject: Re: R?f. : KR> KRs around the world To: "KRnet" Message-ID: <002601c6065d$e8f5b5e0$6564a8c0@server> Content-Type: text/plain; charset="iso-8859-1" WOW !! Now I do not feel so bad for doing really dumb things too. While doing some engine maintenance one day, I forgot to fully tighten one of the oil lines going to the remote oil filter. As my luck would have it, there was a big party going on at the hanger across from me. Probably about a hundred people. Of course this is part of the reason that I will blame for the dumb blunder as people where constantly coming over to look at the weird little airplane I was working on. This distraction my have been to blame for me not double checking my work. OK, that's my story and I am sticking to it. Anyway, I pulled the airplane outside, started her up and soon realized that a lot of oil was being dumped and sprayed all over the place. Even all the way back onto my car. Nobody in the crowd next door seemed to notice. However, I spent the next couple of hours cleaning up my mess. It actually only dumped a quart but with a propeller spaying it, it made a big mess. But, this is not the most embarrassing moment I have had with an airplane. That would be the day I hand propped my Varieze and the carb return spring sprung off and the engine went to full throttle. I ended up chasing the plane and getting dragged for about 75 yards. I felt I had no choice as the engine went to full throttle just as I was walking up to the cockpit. It was either drop and get hit by the propeller. Varieze's are rear engine. There was also the thought of it hitting something else or even worse taking off without me. I probably should not have told this story on the internet. OK I did it so the rest of you guys don't feel so stupid when you do something dumb. Again, That's my story and I am sticking to it. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: "Serge VIDAL" To: "KRnet" Sent: Wednesday, December 21, 2005 10:05 AM Subject: Réf. : KR> KRs around the world > I know it's not Friday, but all this oil leak talk made me feel like I > should share that painful memory with you, guys! > > A few years ago, in South Africa, I was busy upgrading the instrument > panel of my taildragger KR2. Obviously, the aircraft was grounded for > a while, so it was a good time to do some engine maintenance too. > Then, one day, I finished the new instrument panel, and felt like > fitting it quickly, so that I could resume the fun part: FLYING! . So, > after work, I drove directly to the hangar, installed the new > instrument panel, reconnected all the wires and lines, and prepared > the freshly serviced engine for a run-up. > > At about 8 PM, I asked Andrew, the Black guy who kept the hangar to > open the doors. I pushed the aircraft outside, and got ready for the > engine run-up. Obviously, I did not bother to put the engine cowling > back. Wheels chocked, tail tied town; I swinged the prop, and sat > happily in the cockpit... until Andrew signalled that something was > wrong. I shut the engine, and asked "What's wrong?". Andrew answered: > "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a > very large oil pool under the engine, exactly as he said! > > So, I learnt my first lesson of the night: do not, ever, forget the > seals when you put the tappet covers back, otherwise you are going for > a serious oil mess! > > A few minutes later, tappet covers seals duly in place, all evidence > of the blunder wiped clean, I made a second start, sat in the cockpit, > and happily revved the engine, when suddenly, I got the disturbing > feelng that my pants were wet. A glance down confirmed the impression: > my pants were soaked with engine oil! > > That's how Iearnt my second lesson of the night: when installing the > instrument panel, never, ever, forget to reconnect the oil line of the > oil pressure gauge, otherwise you are going for a VERY serious oil > mess! > > Oh, well! Now, my heart was filled with anger, so I smartly channelled > that anger towards the one-and-only culprit: the MECHANICAL oil gauge! > What a stupid idea, anyway, to run a high pressure, high temperature > oil line inside a cockpit! What would happen if the line burst in > flight, eh? Who wants to get an engine failure and a pair of burnt > legs to boot? > > Incidentally, a few days ago,I had bought an electrical oil pressure > gauge, which I intended to mount some day. Well, let's say that's the > day. I am not going to ever start that engine again with that sillly > mechanical oil gauge! > > So, I rushed home, took the electrical gauge, informed my wife that > she was in for a lonely evening, and rushed back to the airfield. By > the time I was back, Andrew had wiped any evidence of my second > blunder clean. How nice of him! > > Installing that electric gauge took nearly two hours of hard work. You > see, my engine has fancy baffles, made of mild steel, which had to be > reshaped to fit the sender, so a lot of drilling and grinding was > required. But a couple hours later, I was ready for my third engine > run-up, this time with an electrical oil sender in place. With such a > safe and reliable solution now fitted, nothing else could go wrong, > right? > > Well, not quite. This time, it took a few minutes before Andrew gave > me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all > over the engine! > > A short investigation led to the third lesson of the night: when > drilling and grinding in the oil sender area, make sure you don't nick > the oil cooler, even slightly, because the darn thing is VERY fragile > and any tiny nick may result in a high pressure oil leak!, which in > turn will give you a VERY BAD oil mess! > > That last blunder was the most costly, because, you see, VW Type 4 oil > coolers are expensive, and also hard to find. But at least, I did not > have to tell them at the shop why exactly I needed one! > > > Serge Vidal > KR2 "Kilimanjaro Cloud" > Paris, France > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Message: 8 Date: Wed, 21 Dec 2005 13:46:20 -0500 From: "Golden, Kevin" Subject: RE: KR> Closing carb To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" You want it to go wide open. Always better to land long than short. WOT gives you the chance to go around. Idle gives you no chance. Kevin. -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Doug Rupert Sent: Wednesday, December 21, 2005 12:07 PM To: brokerpilot96ta@earthlink.net; 'KRnet' Subject: RE: KR> Closing carb Colin I think I'd rather have your setup than one that goes wide open. One specific instance where this comes in handy would be short final. Stuck wide open could be a bitch since you'd have to shut down and dead stick the landing. Again, I have absolutely no experience with aircraft carbs but have lost more than a few automotive engines when the throttle return spring has let go. Doug Rupert Be glad you do not have my carb; I have to ADD a spring to counter the throttle return spring so that mine will stay put where I open it to or it will behave like it does in the car and return to idle whenever I am not holding the throttle! LOL I will also add some friction at the throttle quadrant for holding it in one place, but allowing for adjustments... Colin Rainey -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.3/209 - Release Date: 12/21/2005 *The information contained in this message may be confidential and/or subject to legal privilege, and is for the use of the intended addressee only. Any unauthorized use, dissemination or copying of the information in this message is strictly prohibited. If you have received this message in error, please notify the sender immediately and delete this message.* ------------------------------ Message: 9 Date: Wed, 21 Dec 2005 12:57:24 -0600 From: "M & C" Subject: Re: KR> Emergency landing To: "KRnet" , Message-ID: Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Joe I think you need to get all oil residue off the wind screen if possible and as soon as possible as it may cause some haseing depending on what your wind screen is made of. Mike Turner Jackson, Missouri Swing the prop and light the fire, dance amoung the stars.........N642MC ----- Original Message ----- From: "Joseph H. Horton" To: ; Sent: Tuesday, December 20, 2005 7:40 PM Subject: KR> Emergency landing > Thanks to all that sent notes of support. The event was not as bad as > it my have sounded and I felt prepared for this one as having a > windscreen visibility problem ------------------------------ Message: 10 Date: Wed, 21 Dec 2005 19:00:50 -0000 From: "phil brookman" Subject: Re: R?f. : KR> KRs around the world To: "KRnet" Message-ID: <00f801c60660$dbe2d1a0$73a51352@philljl2re6t9i> Content-Type: text/plain; charset=iso-8859-1 hi well we are in the season of most embarrasing moments and i thihjnk we should all indulge a little , i have a picture of me when i was young -flying a trike and on the engine clearly seen is a ring spanner still on its nut -how do i post the picture on here btw p ----- Original Message ----- From: To: "KRnet" Sent: Wednesday, December 21, 2005 6:39 PM Subject: Re: Réf. : KR> KRs around the world WOW !! Now I do not feel so bad for doing really dumb things too. While doing some engine maintenance one day, I forgot to fully tighten one of the oil lines going to the remote oil filter. As my luck would have it, there was a big party going on at the hanger across from me. Probably about a hundred people. Of course this is part of the reason that I will blame for the dumb blunder as people where constantly coming over to look at the weird little airplane I was working on. This distraction my have been to blame for me not double checking my work. OK, that's my story and I am sticking to it. Anyway, I pulled the airplane outside, started her up and soon realized that a lot of oil was being dumped and sprayed all over the place. Even all the way back onto my car. Nobody in the crowd next door seemed to notice. However, I spent the next couple of hours cleaning up my mess. It actually only dumped a quart but with a propeller spaying it, it made a big mess. But, this is not the most embarrassing moment I have had with an airplane. That would be the day I hand propped my Varieze and the carb return spring sprung off and the engine went to full throttle. I ended up chasing the plane and getting dragged for about 75 yards. I felt I had no choice as the engine went to full throttle just as I was walking up to the cockpit. It was either drop and get hit by the propeller. Varieze's are rear engine. There was also the thought of it hitting something else or even worse taking off without me. I probably should not have told this story on the internet. OK I did it so the rest of you guys don't feel so stupid when you do something dumb. Again, That's my story and I am sticking to it. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: "Serge VIDAL" To: "KRnet" Sent: Wednesday, December 21, 2005 10:05 AM Subject: Réf. : KR> KRs around the world > I know it's not Friday, but all this oil leak talk made me feel like I > should share that painful memory with you, guys! > > A few years ago, in South Africa, I was busy upgrading the instrument > panel of my taildragger KR2. Obviously, the aircraft was grounded for > a while, so it was a good time to do some engine maintenance too. > Then, one day, I finished the new instrument panel, and felt like > fitting it quickly, so that I could resume the fun part: FLYING! . So, > after work, I drove directly to the hangar, installed the new > instrument panel, reconnected all the wires and lines, and prepared > the freshly serviced engine for a run-up. > > At about 8 PM, I asked Andrew, the Black guy who kept the hangar to > open the doors. I pushed the aircraft outside, and got ready for the > engine run-up. Obviously, I did not bother to put the engine cowling > back. Wheels chocked, tail tied town; I swinged the prop, and sat > happily in the cockpit... until Andrew signalled that something was > wrong. I shut the engine, and asked "What's wrong?". Andrew answered: > "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a > very large oil pool under the engine, exactly as he said! > > So, I learnt my first lesson of the night: do not, ever, forget the > seals when you put the tappet covers back, otherwise you are going for > a serious oil mess! > > A few minutes later, tappet covers seals duly in place, all evidence > of the blunder wiped clean, I made a second start, sat in the cockpit, > and happily revved the engine, when suddenly, I got the disturbing > feelng that my pants were wet. A glance down confirmed the impression: > my pants were soaked with engine oil! > > That's how Iearnt my second lesson of the night: when installing the > instrument panel, never, ever, forget to reconnect the oil line of the > oil pressure gauge, otherwise you are going for a VERY serious oil > mess! > > Oh, well! Now, my heart was filled with anger, so I smartly channelled > that anger towards the one-and-only culprit: the MECHANICAL oil gauge! > What a stupid idea, anyway, to run a high pressure, high temperature > oil line inside a cockpit! What would happen if the line burst in > flight, eh? Who wants to get an engine failure and a pair of burnt > legs to boot? > > Incidentally, a few days ago,I had bought an electrical oil pressure > gauge, which I intended to mount some day. Well, let's say that's the > day. I am not going to ever start that engine again with that sillly > mechanical oil gauge! > > So, I rushed home, took the electrical gauge, informed my wife that > she was in for a lonely evening, and rushed back to the airfield. By > the time I was back, Andrew had wiped any evidence of my second > blunder clean. How nice of him! > > Installing that electric gauge took nearly two hours of hard work. You > see, my engine has fancy baffles, made of mild steel, which had to be > reshaped to fit the sender, so a lot of drilling and grinding was > required. But a couple hours later, I was ready for my third engine > run-up, this time with an electrical oil sender in place. With such a > safe and reliable solution now fitted, nothing else could go wrong, > right? > > Well, not quite. This time, it took a few minutes before Andrew gave > me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all > over the engine! > > A short investigation led to the third lesson of the night: when > drilling and grinding in the oil sender area, make sure you don't nick > the oil cooler, even slightly, because the darn thing is VERY fragile > and any tiny nick may result in a high pressure oil leak!, which in > turn will give you a VERY BAD oil mess! > > That last blunder was the most costly, because, you see, VW Type 4 oil > coolers are expensive, and also hard to find. But at least, I did not > have to tell them at the shop why exactly I needed one! > > > Serge Vidal > KR2 "Kilimanjaro Cloud" > Paris, France > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html -- No virus found in this incoming message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.1/207 - Release Date: 19/12/2005 l -- No virus found in this incoming message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.1/207 - Release Date: 19/12/2005 ---------------------------------------- I am using the free version of SPAMfighter for private users. It has removed 24634 spam emails to date. Paying users do not have this message in their emails. Try www.SPAMfighter.com for free now! -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.1/207 - Release Date: 19/12/2005 ------------------------------ Message: 11 Date: Wed, 21 Dec 2005 20:11:30 +0100 (CET) From: "driessen2@tiscali.nl" Subject: KR> Newbie (not really!) To: krnet@mylist.net Message-ID: <29959760.1135192290186.JavaMail.root@ps2> Content-Type: text/plain;charset="UTF-8" Hi KR-Folks, My name is Marcel Driessen. I am not a real KRnet-newbie. I have been on the KRnet until somewhere in 1998. The last few years I used the archives to see what is going on in the KR-world. I live in the Netherlands and I am building my KR2s since 1996. Today my KR is 99.5 % completed. The only real work that has to be done is welding the exhaust. This is planned for the x-mas holidays. I hope to fly my plane next spring . Last month I updated my webste with some new pictures. If you like you can have a look at: http://home.tiscali. nl/~driessen2/ I wish you all a merry christmas and lots of KR-flying/building in the new year. Regards, Marcel Driessen Meerlo, the Netherlands driessen2@tiscali.nl ------------------------------ Message: 12 Date: Wed, 21 Dec 2005 13:43:34 -0600 From: "Robert L. Stone" Subject: Re: R?f. : KR> KRs around the world To: "KRnet" Message-ID: <002501c60666$d461ae00$5d817646@yourat5qgaac3z> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Jeff, Those hair raising tales are almost enough to make a guy quite flying, but not quite. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ----- Original Message ----- From: To: "KRnet" Sent: Wednesday, December 21, 2005 12:39 PM Subject: Re: Réf. : KR> KRs around the world WOW !! Now I do not feel so bad for doing really dumb things too. While doing some engine maintenance one day, I forgot to fully tighten one of the oil lines going to the remote oil filter. As my luck would have it, there was a big party going on at the hanger across from me. Probably about a hundred people. Of course this is part of the reason that I will blame for the dumb blunder as people where constantly coming over to look at the weird little airplane I was working on. This distraction my have been to blame for me not double checking my work. OK, that's my story and I am sticking to it. Anyway, I pulled the airplane outside, started her up and soon realized that a lot of oil was being dumped and sprayed all over the place. Even all the way back onto my car. Nobody in the crowd next door seemed to notice. However, I spent the next couple of hours cleaning up my mess. It actually only dumped a quart but with a propeller spaying it, it made a big mess. But, this is not the most embarrassing moment I have had with an airplane. That would be the day I hand propped my Varieze and the carb return spring sprung off and the engine went to full throttle. I ended up chasing the plane and getting dragged for about 75 yards. I felt I had no choice as the engine went to full throttle just as I was walking up to the cockpit. It was either drop and get hit by the propeller. Varieze's are rear engine. There was also the thought of it hitting something else or even worse taking off without me. I probably should not have told this story on the internet. OK I did it so the rest of you guys don't feel so stupid when you do something dumb. Again, That's my story and I am sticking to it. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: "Serge VIDAL" To: "KRnet" Sent: Wednesday, December 21, 2005 10:05 AM Subject: Réf. : KR> KRs around the world > I know it's not Friday, but all this oil leak talk made me feel like I > should share that painful memory with you, guys! > > A few years ago, in South Africa, I was busy upgrading the instrument > panel of my taildragger KR2. Obviously, the aircraft was grounded for > a while, so it was a good time to do some engine maintenance too. > Then, one day, I finished the new instrument panel, and felt like > fitting it quickly, so that I could resume the fun part: FLYING! . So, > after work, I drove directly to the hangar, installed the new > instrument panel, reconnected all the wires and lines, and prepared > the freshly serviced engine for a run-up. > > At about 8 PM, I asked Andrew, the Black guy who kept the hangar to > open the doors. I pushed the aircraft outside, and got ready for the > engine run-up. Obviously, I did not bother to put the engine cowling > back. Wheels chocked, tail tied town; I swinged the prop, and sat > happily in the cockpit... until Andrew signalled that something was > wrong. I shut the engine, and asked "What's wrong?". Andrew answered: > "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a > very large oil pool under the engine, exactly as he said! > > So, I learnt my first lesson of the night: do not, ever, forget the > seals when you put the tappet covers back, otherwise you are going for > a serious oil mess! > > A few minutes later, tappet covers seals duly in place, all evidence > of the blunder wiped clean, I made a second start, sat in the cockpit, > and happily revved the engine, when suddenly, I got the disturbing > feelng that my pants were wet. A glance down confirmed the impression: > my pants were soaked with engine oil! > > That's how Iearnt my second lesson of the night: when installing the > instrument panel, never, ever, forget to reconnect the oil line of the > oil pressure gauge, otherwise you are going for a VERY serious oil > mess! > > Oh, well! Now, my heart was filled with anger, so I smartly channelled > that anger towards the one-and-only culprit: the MECHANICAL oil gauge! > What a stupid idea, anyway, to run a high pressure, high temperature > oil line inside a cockpit! What would happen if the line burst in > flight, eh? Who wants to get an engine failure and a pair of burnt > legs to boot? > > Incidentally, a few days ago,I had bought an electrical oil pressure > gauge, which I intended to mount some day. Well, let's say that's the > day. I am not going to ever start that engine again with that sillly > mechanical oil gauge! > > So, I rushed home, took the electrical gauge, informed my wife that > she was in for a lonely evening, and rushed back to the airfield. By > the time I was back, Andrew had wiped any evidence of my second > blunder clean. How nice of him! > > Installing that electric gauge took nearly two hours of hard work. You > see, my engine has fancy baffles, made of mild steel, which had to be > reshaped to fit the sender, so a lot of drilling and grinding was > required. But a couple hours later, I was ready for my third engine > run-up, this time with an electrical oil sender in place. With such a > safe and reliable solution now fitted, nothing else could go wrong, > right? > > Well, not quite. This time, it took a few minutes before Andrew gave > me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all > over the engine! > > A short investigation led to the third lesson of the night: when > drilling and grinding in the oil sender area, make sure you don't nick > the oil cooler, even slightly, because the darn thing is VERY fragile > and any tiny nick may result in a high pressure oil leak!, which in > turn will give you a VERY BAD oil mess! > > That last blunder was the most costly, because, you see, VW Type 4 oil > coolers are expensive, and also hard to find. But at least, I did not > have to tell them at the shop why exactly I needed one! > > > Serge Vidal > KR2 "Kilimanjaro Cloud" > Paris, France > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 13 Date: Wed, 21 Dec 2005 13:58:45 -0600 From: Subject: Re: RE: KR> Closing carb To: KRnet Message-ID: <20051221195845.NVQC12342.ispmxmta09-srv.alltel.net@[166.102.165.30]> Content-Type: text/plain; charset=ISO-8859-1 You know,... I would just like to to stay where I put it. I guess the suction inside the venturi is so string that it is just pulling the slide shut. I have a friction lock throttle, but a little friction does not seem to help much. I am not familiar with throttles that have a mind of their own, this is going to take some getting used to... Dan. From: "Golden, Kevin" Date: 2005/12/21 Wed PM 12:46:20 CST To: "KRnet" Subject: RE: KR> Closing carb You want it to go wide open. Always better to land long than short. WOT gives you the chance to go around. Idle gives you no chance. Kevin. -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Doug Rupert Sent: Wednesday, December 21, 2005 12:07 PM To: brokerpilot96ta@earthlink.net; 'KRnet' Subject: RE: KR> Closing carb Colin I think I'd rather have your setup than one that goes wide open. One specific instance where this comes in handy would be short final. Stuck wide open could be a bitch since you'd have to shut down and dead stick the landing. Again, I have absolutely no experience with aircraft carbs but have lost more than a few automotive engines when the throttle return spring has let go. Doug Rupert Be glad you do not have my carb; I have to ADD a spring to counter the throttle return spring so that mine will stay put where I open it to or it will behave like it does in the car and return to idle whenever I am not holding the throttle! LOL I will also add some friction at the throttle quadrant for holding it in one place, but allowing for adjustments... Colin Rainey -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.3/209 - Release Date: 12/21/2005 *The information contained in this message may be confidential and/or subject to legal privilege, and is for the use of the intended addressee only. Any unauthorized use, dissemination or copying of the information in this message is strictly prohibited. If you have received this message in error, please notify the sender immediately and delete this message.* _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 14 Date: Wed, 21 Dec 2005 16:05:38 -0500 From: Subject: Re: R?f. : KR> KRs around the world To: "KRnet" Message-ID: <001401c60672$5d9f30b0$6564a8c0@server> Content-Type: text/plain; charset="iso-8859-1" Bob, By the way, that same day as soon as I made sure all was ok with the Varieze, I got in taxied up and took off. As they say, when you get thrown off the horse, the best thing to do is get right back on and ride. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: "Robert L. Stone" To: "KRnet" Sent: Wednesday, December 21, 2005 2:43 PM Subject: Re: Réf. : KR> KRs around the world Jeff, Those hair raising tales are almost enough to make a guy quite flying, but not quite. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ----- Original Message ----- From: To: "KRnet" Sent: Wednesday, December 21, 2005 12:39 PM Subject: Re: Réf. : KR> KRs around the world WOW !! Now I do not feel so bad for doing really dumb things too. While doing some engine maintenance one day, I forgot to fully tighten one of the oil lines going to the remote oil filter. As my luck would have it, there was a big party going on at the hanger across from me. Probably about a hundred people. Of course this is part of the reason that I will blame for the dumb blunder as people where constantly coming over to look at the weird little airplane I was working on. This distraction my have been to blame for me not double checking my work. OK, that's my story and I am sticking to it. Anyway, I pulled the airplane outside, started her up and soon realized that a lot of oil was being dumped and sprayed all over the place. Even all the way back onto my car. Nobody in the crowd next door seemed to notice. However, I spent the next couple of hours cleaning up my mess. It actually only dumped a quart but with a propeller spaying it, it made a big mess. But, this is not the most embarrassing moment I have had with an airplane. That would be the day I hand propped my Varieze and the carb return spring sprung off and the engine went to full throttle. I ended up chasing the plane and getting dragged for about 75 yards. I felt I had no choice as the engine went to full throttle just as I was walking up to the cockpit. It was either drop and get hit by the propeller. Varieze's are rear engine. There was also the thought of it hitting something else or even worse taking off without me. I probably should not have told this story on the internet. OK I did it so the rest of you guys don't feel so stupid when you do something dumb. Again, That's my story and I am sticking to it. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: "Serge VIDAL" To: "KRnet" Sent: Wednesday, December 21, 2005 10:05 AM Subject: Réf. : KR> KRs around the world > I know it's not Friday, but all this oil leak talk made me feel like I > should share that painful memory with you, guys! > > A few years ago, in South Africa, I was busy upgrading the instrument > panel of my taildragger KR2. Obviously, the aircraft was grounded for > a while, so it was a good time to do some engine maintenance too. > Then, one day, I finished the new instrument panel, and felt like > fitting it quickly, so that I could resume the fun part: FLYING! . So, > after work, I drove directly to the hangar, installed the new > instrument panel, reconnected all the wires and lines, and prepared > the freshly serviced engine for a run-up. > > At about 8 PM, I asked Andrew, the Black guy who kept the hangar to > open the doors. I pushed the aircraft outside, and got ready for the > engine run-up. Obviously, I did not bother to put the engine cowling > back. Wheels chocked, tail tied town; I swinged the prop, and sat > happily in the cockpit... until Andrew signalled that something was > wrong. I shut the engine, and asked "What's wrong?". Andrew answered: > "Eeesssh! Baas, the oil, she is too much!". And indeed, there was a > very large oil pool under the engine, exactly as he said! > > So, I learnt my first lesson of the night: do not, ever, forget the > seals when you put the tappet covers back, otherwise you are going for > a serious oil mess! > > A few minutes later, tappet covers seals duly in place, all evidence > of the blunder wiped clean, I made a second start, sat in the cockpit, > and happily revved the engine, when suddenly, I got the disturbing > feelng that my pants were wet. A glance down confirmed the impression: > my pants were soaked with engine oil! > > That's how Iearnt my second lesson of the night: when installing the > instrument panel, never, ever, forget to reconnect the oil line of the > oil pressure gauge, otherwise you are going for a VERY serious oil > mess! > > Oh, well! Now, my heart was filled with anger, so I smartly channelled > that anger towards the one-and-only culprit: the MECHANICAL oil gauge! > What a stupid idea, anyway, to run a high pressure, high temperature > oil line inside a cockpit! What would happen if the line burst in > flight, eh? Who wants to get an engine failure and a pair of burnt > legs to boot? > > Incidentally, a few days ago,I had bought an electrical oil pressure > gauge, which I intended to mount some day. Well, let's say that's the > day. I am not going to ever start that engine again with that sillly > mechanical oil gauge! > > So, I rushed home, took the electrical gauge, informed my wife that > she was in for a lonely evening, and rushed back to the airfield. By > the time I was back, Andrew had wiped any evidence of my second > blunder clean. How nice of him! > > Installing that electric gauge took nearly two hours of hard work. You > see, my engine has fancy baffles, made of mild steel, which had to be > reshaped to fit the sender, so a lot of drilling and grinding was > required. But a couple hours later, I was ready for my third engine > run-up, this time with an electrical oil sender in place. With such a > safe and reliable solution now fitted, nothing else could go wrong, > right? > > Well, not quite. This time, it took a few minutes before Andrew gave > me the dreaded signal again. Oh, no! ANOTHER oil mess! Sprayed all > over the engine! > > A short investigation led to the third lesson of the night: when > drilling and grinding in the oil sender area, make sure you don't nick > the oil cooler, even slightly, because the darn thing is VERY fragile > and any tiny nick may result in a high pressure oil leak!, which in > turn will give you a VERY BAD oil mess! > > That last blunder was the most costly, because, you see, VW Type 4 oil > coolers are expensive, and also hard to find. But at least, I did not > have to tell them at the shop why exactly I needed one! > > > Serge Vidal > KR2 "Kilimanjaro Cloud" > Paris, France > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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 347, Issue 520 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================