KR> Thank you, each and all
I have been a recipient of this list for a couple of years. I now find myself needing to minimize my time at a computer. Before I unsubscribe I wish to thank each of you for your messages. I have been entertained, provoked to deep thought, shallow thought, and happy daydreams. I have seen beautiful pictures, technical prowess, and wishful thinking. I must be bound to the ground a while longer, but the cogitations of my heart will be with you. Russ Bell
KR> Re: Lubricating Oil Expected Life
The suggestion that keeping your oil below a given temperature means it won't break down just doesn't work with internal combustion and conventional oils. The overall crankcase oil temperature may never rise above 180 degrees, but small volumes are constantly at much higher temperatures, particularly where it splashes against the undersides of pistons and where it washes over exhaust valve rocker bosses. Extracting that extreme heat is just as much it's job as general lubrication is. One additional thing anyone should consider before running oil a long time in an engine is molecular shear. When oil is refined, additives are given it to stabilize the molecular bonds, but they are still subject to mechanical shear. This is a much greater problem in close tolerance, high rpm engines used as aircraft and auto powerplants than for low rpm industrial diesels. The other advantage his big engine has is an industry that knows the value of $40 a gallon oil. When you have a 3 million dollar engine the fully synthetic vegetable base oils start looking cheap. RBell Did the ferry boat engine mechanics mention anything about neutralizing the acids that might form in the engine oil due to combustion processes? If so, what do they do about the salt that forms as part of the acid neutralization process?
KR> KR2, does it fit?
Jannie: Try one on for size before you fall in love with it. I like KR's but they are pretty tight for me. I'm 71 inches tall, 185 pounds. I need to remove the seat cushion to comfortably close the canopy. I'm also a little prejudiced about large engines. Any aircraft is typically limited in top speed by it's drag profile. A large engine will give more power for climb, but only marginal improvement in cruise speed. I think it was Steve Wittman who said, "Whenever possible, add lightness." That extra 40 pounds of engine, or radios, or servos, or whatever, will haunt you forever. Wichita Spam Cans can carry a little extra weight, but remember a 172 is nearly twice as heavy, a little over half as fast, and one third as fuel efficient. A light homebuilt really doesn't have that kind of margin. Elaborate on that cooling sysem idea. I'm fascinated with the idea of radiators inside wings with spanwise airflow, but I'm a little ignorant on pressure distribution at the tips where flow would exit. It would require a low pressure exit, which might rob lift. There is typically a low pressure area in the bottom of the empennage between cockpit and tail which suggests a radiator location aft of cockpit, but that also raises some problems. Slowing airflow for radiator efficiency reqires a divergent duct, which secondarily requires horizontal space. Moving scalding water through the cockpit has hazards as well. Anyhow, I've offerred my babble. Good luck, Russ Bell The KR2s is specified to have an gross weight of 980 lbs. Is this independent of the size of the motor. I mean surely if you have a 140Hp motor in stead of a 70Hp motor you can lift more. I understand that gliding will be an issue on a heavier plane. What I am actually asking is this. How do they spec gross weight? Can I get past this limitation? As I might have or might not have mentioned before. I am a big boy 335 Lbs. I have a heavy Soob motor and I am seriously considering adding weight by placing the cooling system under a wing. Thanks Jannie jan...@jadsys.co.za
KR> angle of incidence, AS504x
What is current thought on AOI for the AS504x airfoils? Looks like initial calculations were 1 degree. Has that been found to be optimal? Russ Bell __ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com
KR> Re: Oil Filter
Greetings from a lurker. Seems I've seen a filter with a stainless hose clamp around it and they had safety wired to the hose clamp. Better than nothing. I've also seen one with a magnet attached with a hose clamp, the idea being to keep any microscopic steel from circulating through the lube system. R Bell > > > I wonder why I can't ever get those darn things to > come off when they are > only put on by hand. > > > > Now I am gonna have to find a way to safety my fuel > filter or get a > different one. > > > __ Celebrate Yahoo!'s 10th Birthday! Yahoo! Netrospective: 100 Moments of the Web http://birthday.yahoo.com/netrospective/
KR> AS504x wing sections for KR-1?
I've been lurking for a few weeks. Just bought a KR-1 project and I have a couple of questions. Has anyone used Ashok Gopalarathnam's airfoil on a KR-1? Any reason not to? Russ Bell > > > >Ashok designed that airfoil specifically for the > KR2S, but the set of > >points > >he generated was for a standard "unity" profile, > based on the chord length > >being 1.000. Not that it won't work just fine on a > KR2, but at the time, I > >couldn't imagine anybody wanting to build a KR2 > wing if they were starting > >from scratch, so the templates are also designed > for the KR2S, rather than > >the KR2, hence the lack of a 36" chord tip > template. The S wing planform __ Do you Yahoo!? Yahoo! Mail - Helps protect you from nasty viruses. http://promotions.yahoo.com/new_mail
