KR> Radio...

[Pete Diffey]

Don't get me wrong, I think Icom radios are, by 1995 standards, good kit.

I have all the local freqencies that I am likely to want programmed in, 
and yes doing it on the ground either by hand, as I currently do, or 
from a computer is easy. But why in 2007 do they have a user interface 
from 1986..

I want a radio that can hold every frequency in the world along with 
it's ICAO identifier and it's human readable name all programmed in and 
accessible via an I-Pod type type single finger selector. There are only 
tens of thousands of radios and navaids, so all that data would fit into 
8 MBytes of memory.

When someone comes up with a radio with that sort of user interface, 
then finally aviation radio will have entered the 21st century.

That's what bitches me off with ALL the current crop of aviation radios 
- in fact whilst I am on a rant, it is true of pretty well every piece 
of aviation electronics, including Garmin GPS sets and current crop of 
glass screen cockpits, they are all so difficult to use, the new Cessna 
glass screen C172 requires 5 hour familiarization training - someone has 
seriously missed the point, these things are supposed to make things easier.

I feel better for that ;-)

Pete

> I have programmed manually, but I have the software for programming on
> the PC. It is a simple task to just type in the freq you want. I use one
> bank for local flying, one for a regular route I fly up north, and then
> when I am planning a trip like the Gathering, I use one of the other 10
>   

KR> Radio...

[Pete Diffey]

Hi Bill,

I guess Vertex spent a lot of time developing their antenna. It's 
probably unreasonable to expect to improve on an antenna design done by 
the RF expert who designed the radio.

If you feel the need to remote mount the antenna, probably the best way 
to do it is to get a pair of appropriate connectors from Radio Shack or 
wherever - what are they BNC ? - and 10 feet of 50 ohm coax, make up an 
extension cable, then use the Vertex antenna on the end of your 
extension cable. Forget ground planes and all the hocus pocus just tape 
the antenna somewhere back behind the seats and try that out. If it 
works, neaten it up, if not well total expense 10 bucks...

Pete

william Clapp wrote:
> Just got back from a flight to a neighboring airport where 100LL is cheaper 
> and giving the folks a couple low passes.  Am trying out my new Vertex 
> handheld.  It works real well with my intercom and I can transmit about 60 
> miles out.  The only problem I have, and I had it with another handheld, is 
> that I cannot squelch out the static.  If I use the whip antenna it silences 
> the static no problem.  But when using the aircraft antenna, it wont silnce 
> with the squelch.  SO I know it is an antenna problem.  I made the standard 
> copper tape antenna but forgot to us the teroids (?)   Is there a fix for 
> this problem? 
>
>   

KR> Hydraulic brakes

[Pete Diffey]

Hi Myron,

I am unsure what you are building, I would be very nervous about having 
hydraulic disk brakes on a tail dragger.

I previously flew a Luton Minor which was significantly longer than a 
KR, and the wheels were further forward. I had pretty weak cable 
operated drum brakes, but I could still manage to get the tail to lift 
if I applied them at much more than 10mph. Scary

The tail dragger KR CG is so close to the front wheel line that with too 
powerful brakes, you have a potential disaster waiting to happen.

In my opinion, brakes on a KR are safe for use in taxiing and not much 
more, so cable drums are a safer option.

Pete


Myron (Dan) Freeman wrote:
> Hi guy's;
>
> I've been researching hydraulic brakes for the KR to use with the Diehl gear 
> legs. I searched the archives, not much help except brand names and it looks 
> like Ken Brock is out of business so I guess that leaves Cleveland and Matco 
> and as I recall most of you are using 5" wheels and brakes. So is there an 
> overwhelming preference for one or the other? I've got the R/R mechanical 
> shoe brakes, tires and wheels now but I might be able to use the 3:40/3:00 x 
> 5 tires and wheels over, I don't know. Your thoughts will be appreciated.
>   

KR> Hydraulic brakes

[Pete Diffey]

Hi Myron, what Colin says is partly true.

He is right of course hydraulic disk brakes are better for stopping, and 
they do tend to fade less under heavy use, but KR2 brakes should not get 
hot so fade and wear are not an issue.

I would dispute what is said about warping, I have never in 40 years of 
driving encountered a single problem with well maintained drum brakes, 
but I have certainly experienced problems with warped and broken disks, 
but what happens on cars again is totally irrelevant to light aircraft use.

I further agree that cable operated disk brakes are rubbish from my 
experience on karts and mountain bikes.

The fact that lots of people fit hydraulic disks, and get away with 
using them with the tail up doesn't alter the basic fact that powerful 
brakes increase the chance of nosing over. I know that there are people 
whose personal crosswind limits are far higher than mine, perhaps they 
can get away with all sorts of tricks that catch out us mere mortals.

One last thought, you are gently braking with the tail up when the right 
wheel hits a puddle of water...

I hope you have good reflexes

Pete


> Gentlemen,
> One reason to NOT use drum brakes is that they are OLD TECHNOLOGY! Drums
> react much slower than discs; they wear faster, warp when heated, lock up at
> unexpected times, which is why you got scared Pete; and are much harder to
> get quality parts for. My Cleveland brakes are the exact same as what is on
> the Cessna 152 from the factory and work flawlessly, as has EVERY aircraft
> that I have flown in the last 5 years. NONE of them use drum brakes! Period!
> Not meant as a slam Pete, just please do not send someone down a road that
> was abandoned a LONG time ago for a good reason. Hydraulic brake technology
> is so good now, you will find examples on everything from 4 runners to 4
> wheel drives to family cars with 4 wheel disc brakes. Heck even go-carts now
> have disc brakes, though some may be mechanical versions.
>
>   

KR> balsa instead of foam

[Pete Diffey]

Thin balsa is very fragile, I doubt that you would get sufficient 
stiffness to squeegy out the resin. You would be better off using 1mm 
plywood.

Then you could call it a Taylor Monoplane ;-)

Seriously I think trying to skin the wings in thin ply will be very 
difficult, especially ailerons, and end caps etc. go look at the plans 
for a monoplane wing.

Pete

Mark Langford wrote:
> Eduardo Navarrete wrote:
>
>   
>> thanks for your answers. i want to put the wood sheets
>> between the ribs. do you know the thickness of the
>> polyurethane foam that are between the ribs ??
>> 
>
> What I had in mind was stretching very thin sheets (like 1mm or less) over
> the ribs so that no sanding is required.  Then cover that with whatever
> number of layers of fiberglass that the plans call for.  I'll bet that would
> result in a skin that would never delaminate, unlike fiberglass on urethane
> foam.  I think KR foam is normally 1" and 2" thick, depending on where it is
> in the wing.  I'd think if you used balsa that thick and tried to sand it to
> shape, it would be fairly heavy.
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> Flight report

[Pete Diffey]

Hi Mark,

That is interesting, I would have expected more !

What do you get flat out ? and what is the max revs in level flight

I am surprised you are cruising at 2900 revs, is that normal cruise revs 
for a corvair? As it is a car engine, I would have expected that it 
could be propped to cruise at more like 3100 - similar to a VW. What is 
your max static RPM, if it is much under 3200, I would suspect that you 
are either over propped ( and looking at the pics that does not look 
likely ) or under carbed. it could be that blocking off your direct air 
intake was giving you an over-rich mixture - your CHT would possibly 
give a clue if that was the case.

Pete
> Now, today at 6000' and turning my Sensenich 54x52 at 2900 rpm as cruise, I 
> was getting 138 mph true 
>
>   

KR> balsa instead of foam

[Pete Diffey]

Eduardo Navarrete wrote:
> hello everyone and happy new year for all.
>
> what do you suggest me if i use balsa instead of pol.
> foam in the wings?.
>
>   
Heavy Man

I think you make those wings too heavy, as you will have to make it 
quite thick, or you will not be able to sand it to shape.



Pete

KR> easy starting

[Pete Diffey]

Here is a post from the UK PFA bulletin board which may interest some of 
you guys

" That film clip was taken just after I'd had my plaster-casts removed 
from my hands. Veery gentle pull through! Even easier now that the 
carb is a little better tuned and the engine has freed off a little. The 
big advantage from my point of view is that you cannot possibly have a 
kick-back off the prop, EVER. A standard swing needs you to get it 
through the 28+ degrees of swing before it will turn the right way 
whilst the Leburg fires at 3 degrees AFTER TDC below 600 rpm. After 18 
months off work and 12 months in plaster, I don't want to risk losing my 
thumbs again."

http://s82.photobucket.com/albums/j279/foggythomas/?action=view=2005_1011Image0022.flv
 


when my mags need replacing, that is what I will do.

Pete

KR> RE: Wood Prop Question

[Pete Diffey]

Hi,

Isn't this list great.

As I mentioned a couple of days ago, I thought the main concern with 
rain was the chance of it turning into hail.

I had no idea the wet form could be quite so dangerous.

Thanks for the enlightenment.

Pete

KR> VFR operations into IMC

[Pete Diffey]

> When will I learn to keep my mouth shut.


He Dana, 
I for one did not wish to diss your input, and I think it is a valuable 
contribution. I learnt from it, I read it several times. I have no intention of 
venturing up top, but if I ever screw up and end up there, my pony now has 
another trick. 

Pete

KR> props

[Pete Diffey]

Hi,

After seeing Mark Gorlov's question. I got thinking about my prop, and  
I got talking to a colleague at work who flies G-UTSI . He has a Warp 
drive ground abjustable prop - which the UK PFA have approved.

Have any of you guys got experience with these props ? I would like to 
get a wider view before I go buying one.

Can they be hand swung.

They seem very good value, a british wooden 2 blade prop will generally 
cost around 300 GBP - which at the current exch rate is almost $600, so 
the warpdrive - with all the benefits of close tolerance manufacture 
plus adjustability looks like it could give me improved performance. The 
warpdrive comes out at less than $500 delivered.

What do you guys think ?

Pete

KR> My Purchase of KR-2 in Iowa! - Wood Prop Question

[Pete Diffey]

The trouble with rain is that rain at ground level may be hail at 5000 
ft, and that will shotblast the prop to a lolly stick in a couple of 
minutes.

Pete
> One wood prop question...  I hear they don't like running in the rain.  Just 
> how serious is that limitation?  (Are we talking anything above a mist, heavy 
> downpour, or what?).
> Thanks!  Looking forward to being a FULL-FLEDGED Member of this little "Club"!
>  
> Hope to meet many of you in Mt. Vernon, IL!Marc Lee Winnig   
> mlwin...@hotmail.com   (815) 301-5011 Cell and Vonage   (801) 749-9460 FAX
> _
> Use Messenger to talk to your IM friends, even those on Yahoo!
> http://ideas.live.com/programpage.aspx?versionId=7adb59de-a857-45ba-81cc-685ee3e858fe
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> My Purchase of KR-2 in Iowa! - Wood Prop Question

[Pete Diffey]

Marc Lee Winnig wrote:
> THAT sounds like a BAD THING, but I thought even rain was supposed to be bad 
> for it.  
Yep you are probably right, I would not like to find out by personal 
experience.

Pete

KR> props

[Pete Diffey]

Mark Gorlov wrote:
> Hi Guys,
> I am a new member of Krnet and the proud new owner of a much modified Kr2 
> Built and based here in the U.K. since 1992 see pic @ www.g-info.co.uk an
>   
Hi Mark,

The easiest way is to go with the approved props on the PFA eng web site:-
http://www.pfa.org.uk/Engineering%20pdfs/Mods%20and%20Repairs/TL%203.12%20ENGINES%20AND%20PROPELLER%20FITTED%20TO%20PFA%20AIRCRAFT.pdf

Sorry silly long URL, but you will find there a list of all the props 
approved for fitting on UK KR2s.

If you step outside that list you are likely to encounter "issues".

Where is G-BTGD based ? I own G_BLDN, based at Top Farm. I live in St 
Albans.

If your KR is as easy to fly as G-BLDN, you are gonna enjoy the 
experience - when we get some decent weather !

Pete

KR> hiccupping

[Pete Diffey]

Mark Jones wrote:
> Water is not the issue. My tanks were filled with 100LL after the rebuild. 
> My first flight after the rebuild was thirty minutes with a hiccup at 4000' 
> in level flight approximately 15 minutes into the flight. The second flight 
> was for 1.5 hours and had no problems. The flight yesterday was for 1/2 hour 
> with three hiccups total. These hiccups are as if someont turned off the 
> ignition for a half second each time.
>
>   
Hi Mark,
Don't like to labour the point, the fact that you have added fuel is 
irrelevant, if the tank stood 3/4 empty for some weeks there could still 
be water in the bottom, unless you drained it completely...

have a read of
http://www.aaib.dft.gov.uk/cms_resources/Robinson%20R44%20Astro,%20G-HEPY%2005-06.pdf
http://www.aaib.dft.gov.uk/cms_resources/Skyranger%20912S(1),%20G-PSKY%2007-06.pdf

I could find lots more accident reports where water in the fuel caused 
an engine stop, it's probably the second most common cause of in flight 
engine stopages ( carb ice being number 1 ),

If it is indeed ignition related, what have you changed recently ?

As an aside, single ignition systems are illegal on all aircraft except 
motor-gliders and microlights - just not reliable enough.

Good luck with figuring out what's going wrong.

Pete

KR> hiccupping

[Pete Diffey]

and yet another

http://www.aaib.dft.gov.uk/cms_resources/G-BFZR.pdf

a regular reading through of light aircraft accident reports makes for a 
lot of food for thought

Pete

Pete Diffey wrote:
> Mark Jones wrote:
>   
>> Water is not the issue. My tanks were filled with 100LL after the rebuild. 
>> My first flight after the rebuild was thirty minutes with a hiccup at 4000' 
>> in level flight approximately 15 minutes into the flight. The second flight 
>> was for 1.5 hours and had no problems. The flight yesterday was for 1/2 hour 
>> with three hiccups total. These hiccups are as if someont turned off the 
>> ignition for a half second each time.
>>
>>   
>> 
> Hi Mark,
> Don't like to labour the point, the fact that you have added fuel is 
> irrelevant, if the tank stood 3/4 empty for some weeks there could still 
> be water in the bottom, unless you drained it completely...
>
> have a read of
> http://www.aaib.dft.gov.uk/cms_resources/Robinson%20R44%20Astro,%20G-HEPY%2005-06.pdf
> http://www.aaib.dft.gov.uk/cms_resources/Skyranger%20912S(1),%20G-PSKY%2007-06.pdf
>
> I could find lots more accident reports where water in the fuel caused 
> an engine stop, it's probably the second most common cause of in flight 
> engine stopages ( carb ice being number 1 ),
>
> If it is indeed ignition related, what have you changed recently ?
>
> As an aside, single ignition systems are illegal on all aircraft except 
> motor-gliders and microlights - just not reliable enough.
>
> Good luck with figuring out what's going wrong.
>
> Pete
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> hiccupping

[Pete Diffey]

Sorry somehow missed out the "in UK" bit - I am aware that your 
experimental class allows single ignition.

I think this is one area where the UK CAA/PFA have got it right, a 
single fouled plug won't send a PFA plane heading for a nasty moment ( 
hopefully )

We have lots of regs that are rather OTT but this is a wise one.

Pete

Dan Heath wrote:
> Peter,
>
> I think you forgot to add Experimentals to that category. 
>  
> See N64KR at http://KRBuilder.org - Then click on the pics 
> See you at the 2007 - KR Gathering
> There is a time for building and a time for FLYING and the time for Flying
> has begun.
> Daniel R. Heath - Lexington, SC
> ---Original Message---
>  
> As an aside, single ignition systems are illegal on all aircraft except
> motor-gliders and microlights - just not reliable enough.
>  
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> I logged 10 hours now....

[Pete Diffey]

It's really quite simple.

Do your worse case weight and balance empty. ( ie no fuel ) my plane 7.9 
inches aft

Do your worse case weight and balance with your std bloke in the driving 
seat. ( again no fuel ) my plane 12.1 inches aft

Note the difference between the two, in my plane 4.2 inches

You can reckon that 2 up the CG will move back a further 4.2 inches, so 
my CG would be 16.2 inches aft

It is generally reckoned that KR's are safe with CG 8-12 inches aft of 
the leading edge, 14 is oo-err and 16 is kamikazee.

You don't need a PhD to figure that two up my plane would be an accident 
waiting to happen. I don't need to do the sand bag test, I am happy to 
take the advise of those who have gone before!!

Pete
>
> When adding weight, keep in mind that the entire passenger
> weight is not concentrated in the seat.  the weight of you legs
> is carried forward to where you feet rest on the floor.  If you
> were to just place a 170 sand bag in the passenger seat
> the C.G. would actually be aft  of where it would be for a
> real passenger.
>   

KR> (Ignition)

[Pete Diffey]

Hi,

There are lots of UK VW engined planes flying around on Lucas SR4 
magneto ignition sets taken from 1950's era farm tractors

They produce an acceptable spark, and are very reliable but.

They are absolute hopeless at low revs, I have many times abandoned 
flying for the day when my arm has got too sore from prop swinging.  At 
low revs the voltage they produce is directly proportional to the speed 
that the engine is turned.

Give me a clackety Bendix setup, those things produce a big fat spark 
when turned even slowly as low sparc is produced by a spring loaded 
coil, in fact the only reason to use any force when swinging a Bendix 
sparked engine is to make sure your hand is out of the arc when the next 
blade comes through.. The only problem with the Bendix set up is price, 
and the need for special castings to mate them to a VW crank case.

If you want a VW ignition and are starting from scratch, go for a Leburg 
electronic system,  It needs one or preferably two small 12v motorcycle 
batteries, and an alternator, and uses a hall effect magnetic pickup. 
The total installed cost is around $1300 - not cheap but unbeatable 
reliability.

Pete

Colin Rainey wrote:
> The old lawnmower ignition is called "magneto"
> ignition.
>
>   

KR> weather site

[Pete Diffey]

Dan Heath wrote:
> I guess you get what you pay for. 
>   

Some years ago I worked for a cellphone company when WAP ( phone web 
browser ) first came out, I thought ah - at last I can get weather on my 
phone, so I wrote a little programme that goes off and grabs the tafs 
and metars for europe and turns them in to a format suitable for viewing 
on a phone screen.

It has been sitting on my web server for 5 years now, and I use it all 
the time. Useless for you guys, but a bit of fun and shows what can be 
done in 120 lines of programming.

http://www.heroic.co.uk/weather

Pete

KR> Fuselage weight question

[Pete Diffey]

Hi

Mark is absolutely right, to mimimise drag through flow separation, any 
object should be streamlined at as shallow an angle as possible, so the 
tail should resemble a long cone, but like all these things, there is a 
compromise, the cones are always kept shorter than ideal. A long 
aeroplane would be difficult to land, and would tend to have a rearward CG.

Having a cone tail is stronger weight for weight than a tadpole type 
design, as far as I can see the only reason to build a tadpole would be 
to give better rearward view, but seeing as most KR owners tend to be 
older than your average contortionist, twisting to see over your 
shoulder is irrelevant.

Pete

>>
>> Not sure that's right Mark - refer the 240 mph (2,000lb) GP4, T18 
>> and 
>> Mustang II plus any number of modern designs that have concave 
>> curves in all 
>> planes.  (Apogee??)
>>
>>
>> 

KR> Pushrods and NACA ducts

[Pete Diffey]

Catching up on some emails from a week back.

What exactly is the perceived problem with elevator cables ?

If anyone feels the need to make long pushrods, then make them out of 
pultruded carbon fibre - very light and much stiffer than 4130.

NACA ducts
They don't ram air, there has to be low pressure inside the cowling for 
them to work, all they do is suck air out of the boundary layer close to 
the surface of the cowling without presenting too much in the way of 
disturbance to the airflow over the cowling. They work on fast cars, 
because most cars are designed to have low pressure under the car to 
help suck it down on to the road, They will only work effectively on an 
aircraft if there is somewhere for the air to escape. You make air 
escape by having a hole somewhere under the plane and allowing the 
venturi effect to suck air out, it's best to have the hole under the 
plane, as it "looks better" and also this turbulent air is less likely 
to batter the tail feathers and also it saves getting oil streaks over 
the expensive airbrush work.

Like all things to do with aerodynamics, they need careful design and a 
lots of trial and error ( or expensive computer simulation ). I suspect 
on most production cars they are pretty well useless - they are there to 
sell cars and serve no other purpose. I suspect NACAducts  are just 
about as useless on kit aircraft as they are most production cars.

Pete

KR> Pushrods and NACA ducts

[Pete Diffey]

Peter Drake wrote:
> Pete
> I am looking at using a pushrod for my elevator control. It is about 78" 
> long.
> I can get carbon fibre tube  29.3mm od.
> Do you think that would be suitable or might I get away with a smaller 
> diameter?
> Would the end connections made of steel tube inserts riveted on, with a 
> threaded hole to take a rod end be suitable?
> The weight saving over T45 or 4130 would be significant.
>   
Hi Peter

30mm CF tube looks exactly right, of course you have got to convince the 
PFA... I would make the end fittings of machined ally, bolted thru with 
2 x 3/16 diam bolts and then rose joints threaded into the ally.

Best thing would be do a quick free hand drg and send it in to PFA Eng 
and see what they say. They will of course want a pretty drg before they 
approve it.

Pete

KR> KR PLans on CD

[Pete Diffey]

I don't condone the theft of Janet's IP.

but

It is up to RR to get their finger out and stick genuine sets of plans 
on CD and make them available via ebay or any other means. Mark Langford 
has probably helped sell hundred's of sets of plans - far, far more than 
RR have sold !

Perhaps it's up to one of you boys with the correct background to help 
her out by offering to scan plans etc.

I really don't think that snarling at someone who makes a few bucks out 
of spotting a market will actually sell a single set of genuine plans. 
If RR were to get together with Mark, and put a set of plans + all the 
good construction stuff on a CD it could be sold for $10 and would sell 
in the tens of thousands.

Pete

KR> KR PLans on CD

[Pete Diffey]

Mark Jones wrote:
> Hey, maybe we should approach Van's and all the others and get them to sell 
> their plans on CD's for $10. Get real.!!! Those plans on the CD are theft of 
> protected material.
>   
Hi Mark,

Vans provide good documentation, plus as far as I know there is no such 
thing as a plans built RV6 ( apart from the very first one ).

The problem is that RR have been tardy in getting into computers 
internet etc.

How many genuine sets of plans get sold a year ? low hundreds I would 
guess - perhaps $40k a year.

Genuine $10 CD called "Build Your Dream Plane" with glossy pics of 
girlies drooling over the Tom Cruise look-alike pilot would sell 
thousands. Remember it's bloody difficult to print large scale plans, so 
Janet would still get reqs for sets of paper plans, and get to sell all 
the fancy bits that are ( or should be ) available from her web site.

I think in the "get real" world this is called marketing.

Pete

KR> gathering pictures

[Pete Diffey]

elmil...@falconbroadband.net wrote:
> hi all
>  Coming to you from the KR gathering,you are missing an
> excellent gathering!
>   
Quality pictures, well done.

Pete

KR> aviation fuel vs autogas

[Pete Diffey]

Avgas is reckoned to be less prone to carb icing - not sure why that 
would be.

The lead in avgas also helps reduces valve seat wear.

Avgas is also stored under somewhat better conditions than your average 
forecourt You are much less likely to buy a quarter a pint of rain water 
water with your 10 gals of fuel.

I would certainly invest in a strainer and check the drain cocks before 
every flight...

Pete


bdazzca...@aol.com wrote:
> Alright thanks alot guys.
>
>
> David Swanson
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> VW teardown

[Pete Diffey]

A good place to start is the Haynes Manual

http://www.haynes.com/na101.html#anchor570578

Ronald Wright wrote:

>Does anyone have photos on their website about tearing
>down and rebuilding a 2180 VW engine?
>
>  
>

KR> Todays flight

[Pete Diffey]

Hi Dan,

Low cloud - carb ice ???

Irrelevant to your grumpy engine,  I cannot remember, do you have a VW ? 
if so 3000 RPM static sounds a bit low, 3100 would be better, sounds 
like you have slightly too much prop.

Pete

Dan Heath wrote:

>It was almost noon before the ceiling lifted enough for me to feel safe to
>go flying today.  I kept listening to ASOS and they were announcing that the
>density altitude was something like 1200 feet above what we normally are.  I
>don't know why that seemed important to me, and am still not very sure.  
>
>  
>