KR> Compression
Hello folks, I need to call Great Plains and get the manual sent to me but in the meantime does anybody know if the recommended compression for the 2180 conversion? Doran N186RC
KR> name issue
What about this.. ? When writing just sign your name and e mail address, Doran Jaffas N186RC .kr2owner at gmail.com On May 7, 2014 12:03 PM, "via KRnet" wrote: > Send KRnet mailing list submissions to > krnet at list.krnet.org > > To subscribe or unsubscribe via the World Wide Web, visit > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org > or, via email, send a message with subject or body 'help' to > krnet-request at list.krnet.org > > You can reach the person managing the list at > krnet-owner at list.krnet.org > > When replying, please edit your Subject line so it is more specific > than "Re: Contents of KRnet digest..." > > > Today's Topics: > >1. Henni's extremely modified KR2 > (Hennie van Rooyen [HQP Alloystream] via KRnet) >2. Re: Henni's extremely modified KR2 (peter via KRnet) >3. Re: Compression (smwood via KRnet) >4. Re: Compression (via KRnet) >5. Columban ban bi (via KRnet) >6. Put your name in the "from" box! (Mark Langford via KRnet) >7. KR Newsletters (Mark Langford via KRnet) >8. Put your name in the "from" box! (via KRnet) >9. Re: KR Newsletters (peter via KRnet) > 10. Re: Put your name in the "from" box! (Mark Langford via KRnet) > 11. Re: Put your name in the "from" box! (via KRnet) > 12. Good news (via KRnet) > 13. Test (eric.pitts at frontier.com via KRnet) > 14. Re: Test (Graeme Hart via KRnet) > 15. Re: Test (ppaulvsk at aol.comviaKRnet) > 16. Re: KR Newsletters (via KRnet) > 17. Test of name change (Dave McCauley via KRnet) > 18. Re: KR Newsletters (via KRnet) > > > -- > > Message: 1 > Date: Tue, 6 May 2014 16:21:11 + > From: "Hennie van Rooyen \[HQP Alloystream\] via KRnet" > > To: "krnet at list.krnet.org" > Subject: KR> Henni's extremely modified KR2 > Message-ID: > > Content-Type: text/plain; charset="us-ascii" > > Hi KRNetters, > > For starters, I gain 80 to 100lbs by my engine choice alone. Next, I'll > have only the most basic instruments. My wider canopy will weigh nearly the > same as most as I'm going to use thin Mylar for windows with a centre post > down the middle front. VG's are known to reduce stall speed by 8 to 10mph. > I guess if you read through it all you might have a better understanding on > how I intend to accomplish this. > > If I'm optimistic, it won't be by too much. I'll have to wait & see. > > Keep well all, > > Henni > > > This e-mail is confidential and is for the addressee only. > Please refer to http://www.exxaro.com/content/main/disclaimer.asp > for important disclaimers. > > -- > > Message: 2 > Date: Tue, 6 May 2014 13:07:37 -0400 (EDT) > From: peter via KRnet > To: flesner at frontier.com, krnet at list.krnet.org > Subject: Re: KR> Henni's extremely modified KR2 > Message-ID: <8D13764D04BADAD-2984-DD33 at webmail-d176.sysops.aol.com> > Content-Type: text/plain; charset="us-ascii" > > And what is a "Columban ban bi "? > > Larry; It's a sweet little french two-seater. > http://www.ulm.it/fly_in/test/banbi/banbi_en.htm > > > > > > -- > > Message: 3 > Date: Tue, 6 May 2014 13:22:04 -0400 > From: smwood via KRnet > To: , > Subject: Re: KR> Compression > Message-ID: <767C43F85613417A95B3301246EF6BD8 at Corp500> > Content-Type: text/plain; format=flowed; charset="iso-8859-1"; > reply-type=original > > GP minimum recommended octane is 92 for the 2180 VW. > Does not matter which, autogas or 100LL, as long as you use 92 octane or > higher. Then there is the lead deposit issue with 100LL and the Ethanol > issue with the autogas. > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > Doran, > > I don't think you'll find an absolute answer to that. But if you want to > > run autogas from the pump, you need to have a lower compression ratio > > somewhere around 7.5:1. Higher compression ratios are fine, but you need > > to run 100LL. I believe 8:1 is normal for a GP engine. > > > > Rob Schmitt > > Revmaster 2100D > > KR2S > > N18562Z > > > > Hello folks, I need to call Great Plains and get the manual sent to me > but > > in the meantime does anybody know if the recommended compression for the > > 2180 conversion? > > Doran > >N186RC > > ___ > > > > > > > > -- > > Message: 4 > Date: Tue, 06 May 2014 13:04:56 -0700 > From: via KRnet > To: "Carl Dow" , "KRnet" > Subject: Re: KR> Compression > Message-ID: > < > 20140506130456.31a5f8c871d0e3389177406b4aec562c.3459d73c5f.wbe at > email04.secureserver.net > > > > Content-Type: text/plain; charset="utf-8" > > > You will get 100 different answers if you ask 100 people here. Best to > call GPAS and ask Steve and he can tell you for each engine size what he > would recommend
KR> Propellers
Just curious if anyone has run a 50 inch propeller. I have a 52 by 47 and am thinking of trimming it down to 50 inches the add a couple of hundred rpm. Doran Jaffas kr2owner at gmail.com N186RC
KR> Drag????
Maybe I AM blowing smoke and will inhale it later but I AM curious about all the talk of adding drag to the KR to slow it down. I have flown several low drag / clean aircraft without flaps and never had any unnerving problems with landing. My personal opinion banded on some experience is to fly the airplane as intended. Get comfortable with the SLOWER SPEEDS and then determine what / if anything else one needs or wants to add. THERE IS NO FREE LUNCH IN AERODYNAMICS. All aircraft have speeds that work best as they are intended. Whether a larger engine or a set of drag inducing flaps or belly board one MUST ALWAYS REALIZE THE CHANGE will affect something else. Doran N186RC kr2owner at email.co.
KR> Drag???? Whoa!
I DID NOT MEAN TO IMPLY THAT ALL MODS ARE BAD. I MAY END UP ADDING A BELLY FLAP AS WELL. I HAVE A SIMPLE LINKAGE DESIGNED THAT WILL BE EASY TO INSTALL. SOMETIMES THOUGH THE LESS EXPERIENCED COULD GET THE WRONG IDEA FROM SOME OF US THAT DO HAVE EXPERIENCE. SIGNING OFF. FEEL FREE TO CONTACT ME PERSONALLY BUT I FEEL TOO MUCH HEAT IS BEING GIVEN PUBLICLY. COUNTER IDEAS AND CORRECTIVE WORDS GIVEN TO ASSIST ARE ONE THING. OPEN REBUKE IS ANOTHER. THERE ARE A LOT OF GOOD AND KNOWLEDGEABLE FOLKS HERE. Doran N186RC .kr2owner at gmail.com On May 9, 2014 2:43 PM, "Doran Jaffas" wrote: > > Maybe I AM blowing smoke and will inhale it later but I AM curious about all the talk of adding drag to the KR to slow it down. > I have flown several low drag / clean aircraft without flaps and never had any unnerving problems with landing. > My personal opinion banded on some experience is to fly the airplane as intended. Get comfortable with the SLOWER SPEEDS and then determine what / if anything else one needs or wants to add. THERE IS NO FREE LUNCH IN AERODYNAMICS. > All aircraft have speeds that work best as they are intended. Whether a larger engine or a set of drag inducing flaps or belly board one MUST ALWAYS REALIZE THE CHANGE will affect something else. > Doran > N186RC >kr2owner at email.co. >
KR> KRnet Digest, Vol 2, Issue 121
Larry,Mark and others. I sent in a request to not be notified from this site anymore so I won't waste anymore of your bandwidth? C'Mon kids. Your terse response just made the points made. Good luck. Fly for the joy and gift that it is. Selfworth really has no part of your experience. I have met a couple of good friends and we all have experience we bounce off each other with good friendships be made stronger and knowledge being gained without the arrogance that appears. When technical exceeds fun and ensuring the excitement then it has outlived its worth. I am better qualified in more types than many but I choose to believe in the magic of flight and the joy of sharing the experience with other's. Best regards to all flying kids.no matter what your stage or station in life. Doran .kr2owner at gmail.com On May 11, 2014 12:03 PM, "via KRnet" wrote: > Send KRnet mailing list submissions to > krnet at list.krnet.org > > To subscribe or unsubscribe via the World Wide Web, visit > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org > or, via email, send a message with subject or body 'help' to > krnet-request at list.krnet.org > > You can reach the person managing the list at > krnet-owner at list.krnet.org > > When replying, please edit your Subject line so it is more specific > than "Re: Contents of KRnet digest..." > > > Today's Topics: > >1. Re: Fw: Re: Propellers (Jeff Scott via KRnet) > 2. Larry Flesner please contact me (Ronald Wright via KRnet) >3. Re: Drag Whoa! (Doran Jaffas via KRnet) >4. Re: Drag Whoa! (Carl Dow via KRnet) >5. Re: Drag (Carl Dow via KRnet) >6. Drag Whoa! (via KRnet) >7. Re: Drag (via KRnet) >8. Re: Drag Whoa! (ppaulvsk at aol.comviaKRnet) >9. Re: Drag Whoa! (Mark Langford via KRnet) > > > -- > > Message: 1 > Date: Sat, 10 May 2014 13:10:02 -0400 > From: Jeff Scott via KRnet > To: "KRnet" > Subject: Re: KR> Fw: Re: Propellers > Message-ID: <20140510171002.12310 at gmx.com> > Content-Type: text/plain; charset="utf-8" > > Jeff L. > > Yes, I think we are dancing around the same elephant. ?When I say I > respectfuly disagree, I mean exactly that as I know you are really into > aircraft performance and measurement with a lot of first hand knowledge. ?I > have a lot of respect for your work. > > My only point was that as a general statement, a longer prop will usually > contribute significantly to both take off and initial climb. ?As you > stated, aircraft drag becomes the more predominant factor with speed as > more drag is generated with more speed. ?Prop length becomes much less of a > factor in a small slick aircraft, especially at speed. ?In fact, for high > cruise performance, too long of a prop becomes a real detriment. ?But, if > you calculate your prop tip speed and find that it is running down in the > .6 - .7 mach area, you can usually improve your take off, climb and cruise > performance with a bit longer of a prop. ?If your prop tips are making > close to .7 mach static, a longer prop is likely to help with take off and > initial climb, but may hinder cruise. ?If you're making .8 mach or more > with your prop tips at cruise, then chances are you'll probably increase > your speed by going to a shorter prop. ?When calculating the mach number of > the prop tip, you have to factor the aircraft speed into the calculation. > ?.75 mach static may be over .8 mach at high cruise. ?For prop tuning, a > faster plane may require a slightly shorter prop. > > Wish I could tell you the measurements from the prop I had on the VW > powered Avid Flyer, but that's been 15 years ago and all that information > was long ago lost. ?Additionally, since this was all done at over 7000' > altitude, the numbers probably would not be useful for near to sea level > operations. > > -Jeff Scott > Los Alamos, NM > > > - Original Message - > > From: JL > > Sent: 05/09/14 11:12 PM > > To: Jeff Scott, KRnet > > Subject: Re: KR> Fw: Re: Propellers > > > > Jeff, > > > > Since I don't disagree with almost everything you posted, I suspect we > are commenting about the same elephant, but from different ends ; ) > > > > Sounds like you found the minimum diameter prop for your airplane. May I > ask what that prop was and at what rpm you saw no further gains? > > > > The only thing I would not agree with is the lumping of static thrust, > takeoff roll and rat
