Re: KR> Airventure Cup Race begins at MVN this year!
Hey Mark, you should race with us this year! ; ) I am going to race, but not in the Sonerai this year. My daughter wants to go with so I will be flying an RV6. They have over 95 registered airplanes. Should be a great time! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On May 21, 2017, at 7:24 PM, Joe via KRnet wrote: > > > > Air cup race actually ends in RRL this year. Just north of Wausau. > > Joe > > -From: "Randy Smith via > KRnet" > To: "KRnet" > Cc: "Randy Smith" > Sent: 21-May-2017 20:48:41 + > Subject: Re: KR> Airventure Cup Race begins at MVN this year! > > We had a few Sonerai's around Dallas area. I had the opportunity to > fly 2 of them. Most after they built and flew once or twice either > sold them or moved them to the back of the hanger. That is a Gorgeous > example. > > On Sunday, May 21, 2017 3:00 PM, Mark Langford via KRnet wrote: > > FYI, the Airventure Cup Race starts at MVN this year, the Sunday > before > the show opens, as usual. > > From their website at http://www.airventurecuprace.com/ [1] : > > "The 20th Anniversary of the AirVenture Cup Cross-Country Air Race > will > take place at 9am on July 23, 2017, from Mt. Vernon, IL to Wausau, > WI, > with several intermediate turning points creating a course of 400+ > nautical miles. The race is open to a wide variety of pilots and > aircraft, from sport pilots to astronauts, and J-3 Cubs to Turbine > Legends. > Aircraft will be grouped into classes based on their experimental or > production certification, engine size, induction type, and landing > gear > configuration to keep every aircraft competitive." > > "The AVC has become a highly visible component of EAA AirVenture > Oshkosh, and embodies the resourcefulness, inclusiveness, and > volunteer > spirit that are the hallmarks of both the Experimental Aircraft > Association and AirVenture Oshkosh." > > Below is a link to a nice photo of Jeff Lange at last year's race. > Jeff > usually tries to talk me into flying in the race, and I've done it > twice, and it was an honor to participate, but he probably knows I'm > not > about to run the VW wide open for several hours, so I haven't heard > from > him this year...yet. He's running a turbocharged Type 1 VW engine. I > have to admit the race was a hoot, even though I was outclassed by > 90% > of the field. Both years I chased a Seawind with a huge engine, and > the second year I managed to pass him just before the finish line. > Below is a link to a gorgeous picture of Jeff in his Sonerai. Last > year > his speed was somewhere in the mid 190's which ain't bad either! See > http://www.n56ml.com [2] > > ___ > Search the KRnet Archives at > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org [3] to > change options. > To UNsubscribe from KRnet, send a message to > krnet-le...@list.krnet.org > > ___ > Search the KRnet Archives at > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org [4] to > change options. > To UNsubscribe from KRnet, send a message to > krnet-le...@list.krnet.org > > Links: > -- > [1] http://www.airventurecuprace.com/ > [2] http://www.n56ml.com > [3] http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org > [4] http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org > > ___ > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options. > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org ___ Search the KRnet Archives at https://www.mail-archive.com/krnet@list.krnet.org/. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options. To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
KR> VW Engines
Wow, lots of things I could add and say about this thread ; ) Oddly enough, I am in Mark?s camp when it comes to turbocharging a VW in a plane, at least at this point. While I have about 8 flight hours on my turbo motor, I don?t/can?t approach the plane like I used to. It used to be a pretty fast sport plane that I trusted, even when I ran it wide open at 4100rpms for hours on end. With the turbo, its an entirely different animal. I wear a fireproof suite, shoes, gloves and a helmet every time I fly it. I may get more comfortable with it, bit its got to prove itself first. I will contested the idea that the VW cannot run cool at high RPMs. I don?t have a ton of time on my engine (about 80 hours) before I tore it down for the turbo build. I can tell you a few things however. During that time, I usually cruised it at 3600 RPMs, sometimes slower to make fuel stops and it has spent many hours above 4000. It ran the same temps at 3200R RPM?s as it did wide open spinning up to 4100 straight and level, more in a full power race descent. The bottom end looked like the day it was first put together. Working on cleaning up the heads is a big deal when it comes to getting them to cool. I have a set of Revmaster 049?s on the plane now and have been abusing them pretty badly during flight testing with the turbo. They have seen 500F a few times at 45? MAP, but for now at lest have had zero issues with the valves. The did require a bit of clean up, but nothing crazy. Too bad the "soon to be officially mine" Corvair powered KR has taken to circulating the better part of the cam gear teeth throughout the engine? But that is a different story for a different thread ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 21, 2016, at 7:13 PM, Mark Langford via KRnet list.krnet.org> wrote: > > Some random thoughts that I feel must be said: > > Turbocharging a VW would be a recipe for disaster IMHO, and insurance that > you wouldn't do much flying. Don't forget...it's all about flying, not how > fast you can say your plane would go if it were running. > > GPASC has proprietary parts...flywheel, adapter, hub, crank, bearing, and > case come to mind quickly. Having built one of these several times, I'm not > a fan of the keyway setup. The slots are in hub and crank are shallow, and > the key is provided as a square key that you need to grind (or mill) down to > something way thinner to fit between hub and crank. Getting a good fit with > maximum material is trial and error. The key is only there to ensure the > timing mark stays constant if the hub is removed. The taper is where the > power is transferred. > > Crank and hub are also matched sets due to tolerances on the angle. The hub > still needs to be lapped onto the crank, which is a two-hour chore by hand. > > The hub/bearing clearance is not consistent. The crank and bearing are sold > as a set, and getting a new bearing for an existing crank is iffy. I've > torqued the case to 8 ft-lbs and the crank still spun, then when I torqued it > to 14 the crank seized. No amount of refitting cured that one. I'm not a > great fan of the prop bolt...1/2" RH threads. Revmaster's is .75" LH threads, > which can be torqued higher for a better connection. Otherwise, a simple > engine backfire can unscrew the prop, despite proper torque and Loctite 620 > on the bolt threads. > > If the crankshaft's oil seal leaks, the hub isn't going to come off without a > 20 ton press, so tear the engine down to replace the seals, and hope the next > seals work better. My luck with those seals has not been good either. > That's the only place my engine has lost oil. > > If you're working with the hub before it's torqued and remove it while the > keyway is facing down, the tiny key falls down into the cavity below the cam > gear, and you get to tear the engine down again to retrieve it. Yes, I'm > stupid, but it could happen to you as well. > > Buy the GPASC manual and read it. There's a lot of trial and error work to > be done in there, not to mention the basics of case and other clearancing > when boring and stroking a VW engine. I guess the 2700cc Corvair really > spoiled me...no machine work or trial and error. > > Generally, VW heads have a tiny area of air passages between the top and > bottom of the head, even after serious deflashing. This has gotten even > worse over the years, rather than better, now that factory VW heads have > dried up. Corvairs have way more cooling passage area, hence they cool far > better. N56ML wou
KR> air race
Larry, The Airventure cup starts in Mt. Vernon this year. Are you considering entering? Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 6, 2015, at 4:03 PM, Flesner via KRnet wrote: > > > > I ran in the Big Muddy Air Race this morning and did the 144 mile (126 KM) > course at 170.55 miles per hour ( 150 K's ) . Hot and bumpy all the way. > In calm air I could have gotten 175 mph for the course. Not a winner in my > class but I was up against Midget Mustangs, Q200's , and Long Eze's . All in > all a fun day. > > Larry Flesner > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> air race
That is a darn good speed!!! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 6, 2015, at 6:24 PM, Billy via KRnet wrote: > > Larry, > > What kind of motor are you running and what version of the KR? > > Billy > Whw954 at gmail.com > >> On Jun 6, 2015, at 4:03 PM, Flesner via KRnet >> wrote: >> >> >> >> I ran in the Big Muddy Air Race this morning and did the 144 mile (126 KM) >> course at 170.55 miles per hour ( 150 K's ) . Hot and bumpy all the way. >> In calm air I could have gotten 175 mph for the course. Not a winner in my >> class but I was up against Midget Mustangs, Q200's , and Long Eze's . All >> in all a fun day. >> >> Larry Flesner >> >> >> ___ >> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. >> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org >> please see other KRnet info at http://www.krnet.org/info.html >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change >> options > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> AVC Scratch
Well, I had planned to race the KR in the Airventure Cup race tomorrow, but the night before I was to depart I went to fix a minor valve cover leak. When I pulled the cover, oil drained into the pan as expected, but what was not expected was the steam of metal flakes that came with it. It had been running ok, but the engine had a different ?note? to it than usual. It seemed to have a partial miss and a vibration that did not used to be there. I balanced the prop, did a leak down (all 72/80) and changed the plugs but the odd note to the engine was still there. Judging by what I see in the filter, drained oil and the strange way the engine ran, I would say that its eating the cam gear. Bummer ; ( Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Fw: Landing with both flaps and belly board deployed
Joe, You are a funny guy ; ) I wish my wife shared your sediments? One change I made to the plane before trying the belly board was the removal of double throw momentary switch to raise and lower the board. It takes about 9 seconds from full down to full up. I installed a double throw switch that is not momentary so that I could flip the switch to the up position and free my hand up to do other things in the case of a go around. Especially important when you have to get both the board and the flaps up to climb. If I rework the system, I may use a liner actuator on the flaps as well and set them to work off of the same switch for up and down. Still pondering that. I have been toying with the idea of some kind of arm rest for solo flight but have not really given it much thought. Its still lightyears easier to land than my tail heavy and gap sealed Sonerai I. Being able to let go of the stick at all is a wonderful change, but you can see that I am pushing against my leg with the stick. There is no way for me to keep anything more than a few papers in my pockets without causing a problem. So far its been more of a nuisance than a problem, but I only have about 12 hours in it now. One change I made to the plan before Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jul 22, 2014, at 6:39 AM, joe.kr2s.builder--- via KRnet wrote: > Jeff,Will give ya a call in a few weeks as I will be working on a new project > and this is one of the things that I may do to it. But on another note you > seem to get better looking everyday- I bet you can hardly wait for tomorrow. > I am going to weigh in on the single vs. double stick. I have dual stick > and center mounted throttle and mixture. From the first flight it all was > very natural feeling and it gives me full flexibility for use of hands. I > take a fair amount of people for rides and I always give them the chance to > control the plane. I have rarely turned over the throttle to anyone but as a > safety thought it is where the passenger could reach it should the need ever > arise. Resting your arm on something is a necessity and Jeff's video shows > that that is a bit awkward. Joe HortonCoopersburg, PaN357CJ > > -- Forwarded Message -- > From: JL via KRnet > To: KRnet > Subject: KR> Landing with both flaps and belly board deployed > Date: Mon, 21 Jul 2014 21:43:22 -0500 > > If anyone is interested, here is the view over the nose while landing a KR2S > with both the enlarged flaps and the belly board down. > > http://www.youtube.com/watch?v=wy9dXF5KjMU&sns=em > > Jeff Lange > > > . > > The #1 Worst Carb Ever? > Click to Learn #1 Carb that Kills Your Blood Sugar (Don't Eat > This!) > http://thirdpartyoffers.juno.com/TGL3141/53ce4dc962584dc97c32st04duc > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Oil Temp/Pressure Solved
After 15 months of not piloting an aircraft, I finally got a flight in on the KR last night. I have to say, out of the 50 or so different aircraft models I have flown, this thing is my favorite. Very responsive yet very stable. A hard balance to strike! To recap, I had been having oil pressure issues being caused by high oil temps. At 65% power, the oil pressure would drop below the 10psi per 1000rpm rule of thumb. At that power, the oil temp was hitting about 225F in cruise. I first properly baffled the existing el-cheapo plate style oil cooler. It had been sitting above the engine with no ducting to get air flow through it. That did pretty much nothing for the temps. I installed a Mocal oil cooler last year but never got to test it before winter. Yesterday?s conditions were a bit cooler and the flight was short, but I held it in a 75% power cruise for about 20 min and the oil temps were down to 165F. I hope to get a longer flight in tonight to see where they finally stabilize, but it?s cooling dramatically better. I saw the same thing with my Soneai in early flight testing. With the plate cooler, I would see oil temps of 240 in cruise. I tried everything to get more air through the thing but it did not help. I switched to a Mocal and full flowed the oil system and I rarely see oil temps over 200, even during a 500 mile full throttle race. I can?t say how much the full flow mod helped, but the ?real? oil cooler on the KR made a huge difference. At least I have something to fly while I finish up the Sonerai ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Canopy shade
For what its worth, I bought a can of VHT Nite Shades to spray on the inside of my canopy above my head. It?s a translucent black paint that is intended for the dimwits that want to black out their turn signals. Not sure what it does in the IR and UV spectrums, but it would dim the sunlight coming through the canopy while still letting you have visibility through the area. I have not tried it yet but will before the summer head and ear sunburn season starts ; ) Here is the link: http://www.vhtpaint.com/products/niteshades/ Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Apr 9, 2014, at 5:41 AM, Mark Langford wrote: > Dene Collett wrote: > >> Guys I see a lot of talk about displays that are barely readable in sunlight >> but I have yet to see anybody create a glare shield over their panel. >> Everybody seems to just put their panel at the end of the deck. Why not just >> extend the deck a few inches over the top of the panel and create some >> shade? It might not be a total elimination of the problem but it would >> surely help to solve it. > > One consideration on having a lip overhanging the panel is that in a crash > scenario, anything stiff and part of the front deck could cut into your skull > when your forehead hits it. Obviously nobody would put a knife edge out > there and a rounded surface should be the goal. I did create a removable > glare shield for N56ML that hangs out over the panel for exactly the reason > you state, and it was edged with some rubber edging to soften the edge. The > whole thing was added after the plane had been flying a while, and was built > in place out of a plyfoam sandwich...1/4" Last-o-foam with a layer of glass > on each side. The side facing the pilot was rounded and the glass wrapped > around it to soften it, and then a layer of gray felt was added for > appearance, and finished off with the rubber edging. I'll try to get a > picture of that. I later discovered that felt was a bad idea, as the canopy > would focus the sun on the felt and come very close to lighting it on fire! > > One "advantage" (and this is a stretch) of the original KR2 bubble is that > the decking surrounding the bubble forms a huge shade over the instrument > panel, creating more shade than anybody would ever want. It's almost too > dark in there! > > I started N891JF over the weekend, and nothing leaked or flew apart. Progress > is being made... > > Mark Langford > ML at N56ML.com > website at http://www.N56ML.com > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> The KR2 or Sonerai 2 is a funeral waiting to happen
I am certainly not loosing any sleep over it. Gotta love self proclaiming internet experts! I just wanted to make sure someone made a post that called him out on his comments so that others will take them with a grain of salt. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Feb 13, 2014, at 12:05 PM, Wayne Tokarz wrote: > I would not lose one second of sleep, or give this guy one moments thought. > The internet is full of uneducated idiots who will spout off senseless > verbiage. It is very clear that this individual knows very little about > flying. I have been flying for over 32 years with mostly tail wheel time, > his comments about nose wheels is ludicrous. I used to own a 701, and the > nose wheel is a hindrance. I will never own another Zenair . KRs and > Sonnerais are GREAT little airplanes and a lot of bang for the buck. > > Wayne > > -Original Message- > From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Lange > Sent: February-13-14 7:47 AM > To: KRnet > Subject: KR> The KR2 or Sonerai 2 is a funeral waiting to happen > > Guys, > > I am not one to pick a fight on the internet, but we had a guy join > sonerai.net that was apprehensive about the design based on this comment: > "The KR2 or Sonerai 2 is a funeral waiting to happen" > > This comment comes from the co-designer of the Sea-Era airplane (a very cool > little bird btw) and was posted on the HBA forum: > http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-te > chnology/16362-zenith-kr2s-sonerai-safety-record-comparison-4.html#post20620 > 3 > > The above link is to the last page of the thread and shows both my comments > to him and his original asinine statement. Anyone else a member over there > and would like to defend our little airplanes? > > Jeff Lange > Race 64 - Skye Racer > Blog: http://schmleff.blogspot.com > Youtube Channel: https://www.youtube.com/schmleff > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html see > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> The KR2 or Sonerai 2 is a funeral waiting to happen
Guys, I am not one to pick a fight on the internet, but we had a guy join sonerai.net that was apprehensive about the design based on this comment: "The KR2 or Sonerai 2 is a funeral waiting to happen" This comment comes from the co-designer of the Sea-Era airplane (a very cool little bird btw) and was posted on the HBA forum: http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/16362-zenith-kr2s-sonerai-safety-record-comparison-4.html#post206203 The above link is to the last page of the thread and shows both my comments to him and his original asinine statement. Anyone else a member over there and would like to defend our little airplanes? Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Hoerner Wing tips
Stan, I did that mod after flying the plane for 4 years with the standard tips. When I added the tips, I also cut 8? off of each wing. I don?t know if it made any speed difference (too many mods at the same time), but it certainly changed the way it lands. It is extremely heavy for a Sonerai I but still climbs at 1300fpm at gross and lands at around 55mph. There are a couple of videos on youtube of a few landings. An SX300 guy built a set of tips based on the video and reported that they lowered the stall speed. Here is a link to an article I wrote about the tips: https://www.dropbox.com/s/e8kgjgcwg3a7zdw/hoerner-wingtip-conversion-part-1.pdf I am currently working on another set of tips that hold fuel ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jan 19, 2014, at 11:21 PM, Global Solutions wrote: > I was looking at YouTube today and accidentally ran across this > http://www.youtube.com/watch?v=RoOh-fgI8oU > http://www.youtube.com/watch?v=ULhZchv7ito > > Might be of some interest to the list. > Has anyone tried changing the wing tips? > Regards > Stan > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> just 10 days till the Gathering
I am sad to say that I will not be able to make it this year. The plane is ready, but the new date coincides with my SARL race in Waupaca WI. I will however be flying the KR in the race. Ill let y'all know how it goes! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Sep 23, 2013, at 7:36 AM, Larry&Sallie Flesner wrote: > > > Just 10 days left till the 2013 KR Gathering !!! www.krgathering.org > > Check out the schedule. http://www.krgathering.org/web_pages/kragenda.htm > > Some lucky KR flier will fly home with some really nice awards packed in > their dirty laundry. I still need at least one more volunteer to help Sid > Wood judge KR's. > > The weather report keeps changing. Let's all huff and puff and blow the > clouds away. :-) > > Larry Flesner > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> release agent
It waxed and rubbed out just fine. The guy in the hanger next to me owns a composites shop and I just followed his recommendations. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jul 11, 2013, at 5:43 AM, "John Martindale" wrote: > How could you possibly rub and polish the recommended three layers of wax on > top of the PVA without literally tearing it to pieces. When dry it's only > the thickness of a single layer of onion. > > John Martindale > 29 Jane Circuit > Toormina NSW 2452 > Australia > > ph:61 2 6658 4767 > m:0403 432179 > email:john_martindale at bigpond.com > web site: http://john-martindale-kr2.zxq.net > -Original Message- > From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Lange > Sent: Monday, 8 July 2013 2:16 AM > To: KRnet > Subject: Re: KR> release agent > > Brian, > > I supposed you could do it that way but the PVA would come off with the > finished part. I waxed on top of it and the final part was easily removed > with the PVA remaining attached to the plug. > > Jeff Lange > Race 64 - Skye Racer > Blog: http://schmleff.blogspot.com > Youtube Channel: https://www.youtube.com/schmleff > > On Jul 7, 2013, at 11:04 AM, wrote: > >> You are supposed to wax and then PVA.snip > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> release agent
Brian, I supposed you could do it that way but the PVA would come off with the finished part. I waxed on top of it and the final part was easily removed with the PVA remaining attached to the plug. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jul 7, 2013, at 11:04 AM, wrote: > You are supposed to wax and then PVA. > > Original Message > Subject: Re: KR> release agent > From: "schmleff ." > Date: Sat, July 06, 2013 6:44 pm > To: KRnet > > Mike, > > Having used all sorts of things as mold release (and having just made > a new nose bowl for my cowl), I have found polyvinyl alcohol (PVA) to > be very easy. Its basically a sprayable rubber. Spray on a few coats > as you would paint, wax it three times and nothing will stick to it. > No tape ripples and it cleans up with water. > > You can typically find at at craft stores as its commonly used in sculpting. > > Here is a brief write up on my blog: > http://schmleff.blogspot.com/2013/05/applying-fiberglass-to-cowl.html > > For simple parts, its hard to beat plastic packing tape IMHO. > > Jeff Lange > > On 7/6/13, Mike Sylvester wrote: > > Hey guys, I'm in better spirits this weekend than the last. I'm making > > another attempt to build this cowl and this time she's coming together > > nicely. I know that electrical tape, duct tape and plastic are good release > > agents but what about shrink wrap ? The really thin stuff. Just thinking > > that it would be easier to shrink wrap this mail plug than to try and get > > duct tape to stick to it. Anybody tried it ? > > > > Mike Sylvester > > kr2s builder > > Birmingham,AL. > > > > Cell no.205-966-3854 > > ___ > > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > > please see other KRnet info at http://www.krnet.org/info.html > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > > options > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Sensenich Prop for Sale
Posting this for Pete, This might be a good prop for you O-200 guys. Its a Sensenich 56x54 if his memory serves him. He flew it for 30 minutes and took it off as it was too much prop for his right hand turning Corvair. He is looking for somewhere around $500 for it. Please send me an email off list if you are interested. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> (no subject)
Mark, Thanks for the input. The plane already has a high volume pump on it. Pete said that since he put the 5th bearing on it the pressure has been lower. Can I run 20w-50 oil in it? That would be the simplest solution. Its got Rotella 15w-40 in it now, but why not use a high zinc 20w-50 such as a Brad Penn oil (which is what I run in my VW)? There are a few holes in the baffles I am going to patch up. Opening the outlet to the cooler has not made much of a difference since we originally gave it two 1.5" exit holes. We added two more exit holes that are 1.75" each will little change. Closing up the leaks should help the temps and the pressure. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 23, 2013, at 10:06 AM, Mark Langford wrote: > Jeff Lange wrote: > >> What is the max acceptable oil pressure for a Corvair engine? >> What is considered the max continuous oil temp (we are using the >> recommend Rotella oil)? > > As you already know, adjusting that oil pressure relief spring only changes > the upper limit of where the oil system dumps excess oil pressure back to the > sump, so max pressure is raised, but the lower pressures reached once the oil > is warmed up are still low. The usual answer of course is loose bearing > clearances and that kind of thing. As you also know, the general rule is 10 > psi per thousand RPM, so you are right at that limit. Having said that, I've > flown with less, but only long enough to put a higher volume oil pump in it. > Clark's makes at least two different versions in them and I've flown both > with good results. They'll bring up pressures throughout the range, although > more pressure will be dumped during cold operation. > > The "power robbing" point is the main downside of a high volume pump, but > another downside with the Corvair is that the oil pump is run by the > distributor drive gear on the bottom of the distributor. That gear has a > slot in the bottom that turns the pump, and the gear is pinned onto the > distributor drive shaft by a pin. That pin, subjected to enough shear, can > shear in two, leaving neither pump nor distributor turning.I've heard of > this happening, but don't know anybody personally that it's happened to. It's > relatively rare, and may involve extenuating circumstances. If I'm not > mistaken, William Wynne replaces this pin with something stouter, so this is > an option, and maybe has already been done to yours. It's insurance against > a problem that is made more likely by use of a high volume pump. Having said > that, all of my engines have used a high volume pump except for a 2700cc > experiment that I ran for a short while. Since I have a remote cooler and > filter, I feel the need for a high volume pump, and will never go back. It > does make a difference. > > To answer your question, most folks I know consider 55 psi to be just about > perfect, and certainly not too high. On a super cold day with no preheat, > it'll climb above that as the bypass valve is overpowered. If it gets over > about 85 psi, I'll make sure my oil filter isn't puking oil before I take > off, by doing a few donuts before takeoff.It happens! > > 220F wouldn't bother me, but the 29 psi at 2950 RPM is getting there. A high > volume pump will certainly improve that. > > By the way, I never saw your CorvAircraft post either, so you may want to > repost it there. You may have the old address. The new one is given at the > top of http://www.corvaircraft.org/ . > > Mark Langford > ML at N56ML.com > website at http://www.N56ML.com > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Ghost Image Tool for FWF Planning
Ghosting is a very useful technique Sam Hoskins of Q-200 fame showed me. I am working out some final FWF details on my plane and worked up a multi angle video to visualize what space I have left under the cowl. While the pictures are not of a KR, its a great tool for anyone working on an airplane that does not snap together like a plastic model ; ) Click the link to my blog to check it out. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Insurance Folly
Brian, I should have been more clear in the first email. My Sonerai is insured through falcon for $720 per year, full coverage with the hull insured for $15k. Before I started flying the KR, I called Bob Mackey, the local Falcon rep in Oshkosh and asked him what my options were for covering the KR. He informed me that as long as I am not listed as an owner I am insured to the same limits that I am on the Sonerai. So, yes, I could fly your Mustang 2, but if I made a smoking hole with it Falcon would provide $15k of coverage on the loss and you would have to work out the remaining loss with my wife. If I fly a $100k RV its the same thing. As long as you are rated to fly it (like high performance or retractable gear), you are covered to the extent of your primary insurance. That includes certified planes as well. As soon as I am legally named as an owner on the plane, the non owner insurance does not cover it and I have to buy insurance for it specifically, which is why we have not done any paperwork to make me a partner yet. This brings up an interesting loophole in the system. I could transfer ownership of my Sonerai to my wife, cancel the insurance on it, buy the KR and insure it for hull and liability and be insured to fly both. When he told me I needed 5 hours of dual in the KR before I could get insured I asked him how that made sense and he was a puzzled as I am. So basically, I have to pay an instructor to fly around with me for 5 hours, in the right seat that does not have access to the throttle, flaps, belly board or brakes. Fortunately I have CFI friends that have no issues flying with me in the KR. I have no idea what they would require for a KR1. For my Sonerai with Avemco, they required me to have 10 hours in type before they would insure me so I flew it for 10 hours without insurance. Since then it has always been insured. I have to call him back to clarify a few things today and will try and get more details. I intend to fly the KR in the Airventure cup this year if the Sonerai is not back in service, but EAA (which is again sponsoring the race) requires a COI and a race waiver. Falcon has never given me any trouble with providing those. Not sure if my non owner coverage would allow me to get them or cover me for the KR. When can I fly your Mustang? ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 21, 2013, at 8:05 AM, brian.kraut at eamanufacturing.com wrote: > So Falcon insures you for other experimentals that you do not own that are > not named in your policy? Didn't know that any insurance did that. So if > you insure your slow and easy to fly Pietenpol you can fly my Mustang 2 and > still be covered for hull and liability? > > Original Message > Subject: KR> Insurance Folly > From: Jeff Lange > Date: Thu, June 20, 2013 8:03 pm > To: KRnet > > I have been flying Pete's KR under the "non owner" part of my Sonerai > insurance. Basically, I am covered in all ways the same as I am with the > Sonerai but the hull coverage tops out at what I have it insured for. Since > the SI is a single seat, there is no coverage for passengers in planes I do > not own. > > So I called Falcon Insurance and requested a liability quote for me and a > passenger and I thought the price was reasonable at $378 per year. However, > they are requiring me to have 5 hours of dual in it with a CFI before they > will cover me. Um, I don't get it. > > Jeff Lange > Race 64 - Skye Racer > Blog: http://schmleff.blogspot.com > Youtube Channel: https://www.youtube.com/schmleff > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Insurance Folly
What really puzzles me is that they are the provider of my Sonerai insurance. They are already insuring me! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 20, 2013, at 10:32 PM, Larry&Sallie Flesner wrote: > At 10:03 PM 6/20/2013, you wrote: >> However, they are requiring me to have 5 hours of dual in it with a CFI >> before they will cover me. > +++ > > Where do they expect you to find a CFI that even knows what a KR is? If you > can fly a sonerai, you can fly a KR. > > Larry > > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Insurance Folly
I have been flying Pete's KR under the "non owner" part of my Sonerai insurance. Basically, I am covered in all ways the same as I am with the Sonerai but the hull coverage tops out at what I have it insured for. Since the SI is a single seat, there is no coverage for passengers in planes I do not own. So I called Falcon Insurance and requested a liability quote for me and a passenger and I thought the price was reasonable at $378 per year. However, they are requiring me to have 5 hours of dual in it with a CFI before they will cover me. Um, I don't get it. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Flight #3 in Pete's KR
Yes, a 2700cc Corvair. Jeff Lange On Jun 19, 2013, at 11:11 AM, Oscar Zuniga wrote: > What engine is on the airplane? With those RPMs, it sounds like it's a > Corvair. > > > > Oscar Zuniga > > Medford, OR > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Flight #3 in Pete's KR
Larry, The incidence and washout are identical to yours. Weight during the flight was about 920lbs. I flew it again tonight in smooth air. I went WOT at 3k ft. for about 60 seconds and was indicating 173 before an egt warning flashed at me. The motor was spinning 3600rpms. When I got on the ground we discovered quite a bit of oil on the fuse. Turned out to be a cracked return line from the air oil separator, which I had snugged up just before the flight. The ground run did not reveal it, likely because it was not blowing much oil out of the breather (at least compared to the 3600rpm run). It also still needs to have the outlet of the oil cooler opened up a bit. Still seeing cruise oil temps of just under 220f. I am not worried about the temp, but the pressure starts to get borderline for the rpm its running (30psi at 3000rpm in cruise). Its all fixed up now and ready for flight in the morning. The only other challenge has been S turning to see where I am going on the ground and keeping the wing tips off of the taxiway marker posts. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 18, 2013, at 5:47 PM, Larry&Sallie Flesner wrote: > At 02:22 PM 6/18/2013, you wrote: >> The only thing I am having a hard time getting used to is the sight picture >> over the nose in cruise. It seems really high to me. > + > > What incidence was the wing built to? What is the gross weight in cruise? > Could the seat be raised a bit? I have a nice site over the nose in cruise > and landing with the speed brake deployed. My wing is only 20' 8" and set to > 3 1/2 degrees at the root, 3 degrees washout and I fly at 1100 gross on a > regular basis. > > http://krbuilder.org/LarryFlesner/index.html > <http://krbuilder.org/LarryFlesner/Video/LandingOnGrass.mov>Landing on a > grass strip camera mounted on glare shield, a bit below eye level. > > Larry Flesner > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Flight #3 in Pete's KR
It was windy with no shortage of gusts today, but I took it up for a lunch time flight. A few details and observations: The Cloudcars 54x54 prop is a great fit for this plane. Turns 3150 static, climbed at 1k feet/min with the power pulled back to 25", 21" MAP and 3000rpms gave me a cruise of around 155mph. I have not done the math on the wing loading, but with my 165lb butt in it and 8 gallons of fuel it seemed much bumpier than the Sonerai would have been. Also, at that weight I tried to do a full power run up. The brakes held (with protest) but the tail came up before I could get to full power with the stick all the way back. Pete had recommended that I fly the pattern at 80, base at 80, slow to 75 on final and 65ish over the numbers. I did that on the first two flights but I just don't like going that slow that close to the ground. Today I flew the pattern at 140, slowed to 120 on base, 100 turning to final and down to 65 over the numbers. Same as the Sonerai but I shoot for 75-80 over the numbers. It settled in nice for a slightly tail low wheel landing. I kept the tail up for as long as I could, which seemed like forever, but I was not braking either. The only thing I am having a hard time getting used to is the sight picture over the nose in cruise. It seems really high to me. Do all KR's seem to fly with the nose pretty high in the air? For reference, this does have the new wing. After the flight I filled it up to capacity which is 22.5 gallons for my first cross country in it tomorrow. Weather permitting, I am going to race it in a SARL race in Columbus OH next Saturday. With the pace of progress on the Sonerai project I might end up flying it in the Airventure Cup as well... What a great little plane! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Is Jon Finley On this list?
Anyone know of his whereabouts? Thanks! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> VW engine oil temperature
Here is a link to the Mocal cooler that I am using. Not cheap but quite effective. http://img.photobucket.com/albums/v642/discostu_205/Mi16%20Conversion/MocalOilCooler.jpg Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On May 29, 2013, at 11:30 PM, Jeff Lange wrote: > Sid, > > I used the fins on the bottom of the case to help cool the oil. Not sure how > much it helps. IMHO, full flowing the oil and a quality oil cooler are the > most important factors. I tried numerous things early in my flight testing > period to keep the oil cool but changing to full flow and a Mocal 13 row > cooler (from one of those stamped pieces of crap) took my oil from 250F to > 190F. Oil temps are the nearly the same if I am in a climb, cruising to a > destination or full throttle for 2 hours during a race. > > I am currently reworking my entire cooling system and will not flow air > across the bottom of the case. I don't feel that its worth the effort. > > Jeff Lange > > On May 29, 2013, at 2:40 PM, "smwood" wrote: > >> Appreciate all the commentary and suggestions. >> I think I have a reasonable bracketing on various recommended temperatures >> except for the oil temperature (251 F). The newness of the engine may be >> contributing some extra heat. Another factor could be the prop: I don't >> know for sure if the Sterba 52X52 prop is right for my airplane. Might be >> lugging to much and producing more heat and less power. I will have to play >> with the engine tuning for next flight. >> My plan is to keep the existing oil cooler setup. Added will be to blow >> some fresh air on the bottom of the engine sump. The sump has cast ribs and >> some tapped holes; just the thing to fasten some sheet metal. I saw a >> baffle arrangement on a KR website, but cannot find it now. I remember how >> that looked and can adapt that baffle arrangement to my VW installation. >> Also means yet another mod to the cowl and even more down time. Gotta do >> what you gotta do. >> Does anyone have any info on cooling the VW oil sump? >> >> Sid Wood >> Tri-gear KR-2 N6242 >> Mechanicsville, MD, USA >> >> >> >> ___ >> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. >> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org >> please see other KRnet info at http://www.krnet.org/info.html >> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change >> options >
KR> VW engine oil temperature
Sid, I used the fins on the bottom of the case to help cool the oil. Not sure how much it helps. IMHO, full flowing the oil and a quality oil cooler are the most important factors. I tried numerous things early in my flight testing period to keep the oil cool but changing to full flow and a Mocal 13 row cooler (from one of those stamped pieces of crap) took my oil from 250F to 190F. Oil temps are the nearly the same if I am in a climb, cruising to a destination or full throttle for 2 hours during a race. I am currently reworking my entire cooling system and will not flow air across the bottom of the case. I don't feel that its worth the effort. Jeff Lange On May 29, 2013, at 2:40 PM, "smwood" wrote: > Appreciate all the commentary and suggestions. > I think I have a reasonable bracketing on various recommended temperatures > except for the oil temperature (251 F). The newness of the engine may be > contributing some extra heat. Another factor could be the prop: I don't know > for sure if the Sterba 52X52 prop is right for my airplane. Might be lugging > to much and producing more heat and less power. I will have to play with the > engine tuning for next flight. > My plan is to keep the existing oil cooler setup. Added will be to blow some > fresh air on the bottom of the engine sump. The sump has cast ribs and some > tapped holes; just the thing to fasten some sheet metal. I saw a baffle > arrangement on a KR website, but cannot find it now. I remember how that > looked and can adapt that baffle arrangement to my VW installation. Also > means yet another mod to the cowl and even more down time. Gotta do what you > gotta do. > Does anyone have any info on cooling the VW oil sump? > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> VW engine oil temperature
Sid, Do you have a current picture of your engine install? I may be able to offer some oil cooling suggestions. Thanks! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On May 28, 2013, at 2:03 PM, "smwood" wrote: > On my last flight I had engine oil temperature stabilized at 251 degrees F at > 2800 RPM and 106 kts airspeed. Some have stated that is ok. Meanwhile > others say not ok: Anything over 240 degrees F needs correction. My previous > understanding was an operating range between 180 and 220 degrees F would be > optimum. Not being any sort of VW engine expert, I am somewhat confused what > to do, if anything. Using air cooled aircraft engine operating procedures > seems reasonable, but the VW is an automobile engine conversion and I am > using SAE 30 automotive oil. > > Any suggestions, other than "you will go blind". > > By the way, I have already made up my mind what to do. I want to see if any > one will persuade me not to, or to hurry me along, lest I break something or > go blind. > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Second Flight
Sid, Congrats! I have a copy of a presentation you had given about your cooling system. Are you still using the same cooling baffles? Thanks! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On May 27, 2013, at 3:26 PM, Sid Wood wrote: > Made the second flight this morning 5/27/13, 30 minutes flight time. Wind > was calm, fifty mile visibility, OAT 64 degrees F, wispy high Cirrus. Had > one over-control on lift off; got stabilized on the second up pitch. > Non-event on up to 2000' over the airport. At 2800 RPM speed was stable at > 106 Kts, no wheel pants. Oil temp 251 degrees F, oil pressure on the 2180 VW > was 24 PSI. CHT was 354 degrees F; EGT was 1290 degrees F. Mixture meter > was about 13.2 AFR (rich of peak). Approach to stall about 55 Kts, starting > to mush out, zero flaps. > Great fun to hold one minute legs over the airport. (a little IFR wanna be) > First approach was high and too fast, so went around. Second approach was 74 > Kts on the VASI glide slope, on center line down to the threshold, zero > flaps. Going to float a bit about 6 to 10 feet off the pavement. Finally > got to kiss the runway about 3000' past the threshold, but still doing 60 Kts > and end lights coming up fast, doing max breaking, and squealing tires with > end lights eminent. So, ran off the side of the runway into the grass, now > at less than 5 Kts. Taxied between the end lights and the runway strobe > fixture back onto the center end of the runway between the end lights. The > right tire has one flat spot, but still plenty of tread. The landing was not > pretty, but the airplane is ready for another flight without repairs. > There may be a possibility that I can get the next landing touchdown on the > first half of the runway closer to 55 Kts, especially if flaps are used. > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> video editing
Brian, PC or Mac? I use handbrake on my Macs and it works great. They have various Windoze versions available here: http://handbrake.fr/downloads.php It will basically convert any format to any other format, including ones compatible with Blu-ray. Jeff Lange (flying Pete's KR2S) On May 15, 2013, at 7:11 PM, wrote: > A while back several people recommended a good program for editing pictures. > Can anyone recommend a simple program to take the high resolution and huge in > flight MP4 files from my Gopro camera and make them into smaller videos to > upload on Youtube and Facebook? > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Turbo VW Tests
Jeff, I called Dan Diehl and he was kind enough to chat with me for 10 minutes or so. The issue he had with the motor was aftermarket head studs. He would use 35" for takeoff, 28" in cruise and had run it up to 50" for short bursts. After putting OEM 8mm studs on it, he did not have another problem. Thanks for the tip! Jeff Lange On Mar 25, 2013, at 12:58 PM, "Jeff Scott" wrote: > The prototype KR2s Joe is referring to was Roy Marsh's plane, N133RM. Last I > heard, Roy was living in California, although the plane has changed hands a > couple of times since then. Last I knew it was also in California. > > Seems to me that Dan Diehl ran a turbo VW in N4DD for a while as well, so may > have some useful information. > > Sounds like you are taking a sound approach with this. Congratulations on > the fine work. > > -Jeff Scott > Los Alamos, NM
KR> Turbo VW Tests
Jeff, I do have quite a few concerns about a number of things. The crank is a GPAS forged unit with the Force 1 prop hub. If any crank can handle the loads I think this is my best bet. My biggest concern is the case itself. I may have to go with a larger type 4 center bearing or go to something like the aluminum Scat "killer case". Cooling the power will indeed be a challenge. The water injection will help but only testing will tell. Right now I am running it like the Revmaster turbos ran, without a waste gate. I may have to add one. I have noticed that once the boost is in, it does not take much more throttle to get more power. I have considered a throttle stop that is hinged to prevent a serious over boost that is deployed during takeoff and landing but I'm not sure how that will work out. I have looked at a few waste gates but none of them are programable. The would just be set to pop off at whatever pressure its set at preventing over boost. The ignition is also set up so that if an over boost happens the ignition timing drops to 0 but the mag is still firing at 25 degrees BTDC. Again, I am going to have to see how it works out. Joe at Revmaster said that the prototype KR2S was turbocharged and ran up to 6psi with the timing set at 25 degrees. If anyone knows anything about this please let me know! I did drop the compression from a little over 9:1 to 8:1 by installing larger shims under the cylinders. 8:1 is what Joe recommended. Its still higher than the 2.5l turbo in my Subaru car, but that is running about 14psi of boost (60"). If I recall, its CR is 7.5:1. There will be many test flights and inspections along the way. Initially, I'll normalize and then slowly work up to more power. The engine will have to be torn down next winter to see what the results are. The engine is being torn down next month to see what it looks like inside. Its got about 50 hours of full throttle operation at over 4000rpm's on it now and I want to see how it's held up to that. I'm in no big rush since I have the KR to fly. If the Sonerai takes all summer I am just going to race the KR at cruise power. Thanks! Jeff Lange On Mar 25, 2013, at 9:16 AM, "Jeff Scott" wrote: > Wow Jeff! You're making a ton of HP with that. Any thoughts on the effects > of adding 2.5" to the crank length plus running the additional HP? I have > only built one VW based aero engine, but I would question running that kind > of HP through the VW crank while multiplying the crank loads with an > extension at the same time. I would think the turbo boost will also degrade > the life of the VW heads, which are kind of a weak area for the engine as > well, but I'm sure you already know that trade off going in. The work looks > really good and should be a blast to fly. > > Are you set up with a programmable automatic waste gate, or is it set up as a > manual waste gate? The automatic ignition timing using the manifold pressure > to help with ignition timing mapping will be a big help with the boost. I've > seen a guy blow up the a turbo Subaru trying to run a manual waste gate. A > quick throttle response to a runway incursion while on short final and > suddenly while cursing the plane that cut him off, he found himself with a > closed waste gate and a serious over boosted engine and blew it up with > detonation before he recognized what was happening. > > I like your approach to the engine and cooling. Cooling will be the key to > longetivy of the heads. If you can keep the CHTs and Oil temps in the green, > you should be good to go. > > What about compression on this engine? The norm for a turbo boosted engine > is to lower the compression. With the turbo boosting, you don't really have > the need for high compression at the same time as you can make up for > compression with boost. Are you running relatively high compression pistons, > or have you lowered the compression down to go with the turbo boost? > > Overall, good job. It looks great and will undoubtely be a real rocket to > fly. > > -Jeff Scott > Los Alamos, NM >
KR> Turbo VW Tests
John, It was just above freezing here so cooling was not an issue. Once its back in the air I will slowly work from normalizing to boosting. Cooling will likely be the limiting factor for how much I can push it. Jeff Lange On Mar 24, 2013, at 11:32 PM, "John Martindale" wrote: > Blimey Jeff :-) > > Did you have the waste gate clamped down or what? Turbos are normally used > to maintain say sea level MP at altitude but 45" on the ground!! Can't > believe the VW hung in there without at least overheating. > > Take care with that kind of power. > > John Martindale > 29 Jane Circuit > Toormina NSW 2452 > Australia >
KR> 2013 Updates to my KR
Very cool Jeff! Jeff Lange
