KR> Corvair hydraulic lifters

[Mark Langford]

Mike Stirewalt wrote:

> Those hydraulic lifters you mention Mark . . . they sure work fine
> in cars and everything else but Steve Bennett told me he took
> hydraulic lifters out of the original HAP 1835 that Ken Cottle put in
> my plane to start with. Steve said they were taking too long to pump
> up and were spalling the cam lobes.

I don't know of any issues with the hydraulic lifters on Corvairs.  Due 
to crankshaft issues (which I'm convinced are solved with the advent of 
the NEW 4340 crankshaft), I've had the 3100cc engine apart twice in 551 
hours, and the lifters have shown very little wear, and the 2700 has 
never been apart after 457 hours.

I've never heard the valves make any noise on startup on either engine, 
including the very first startup, thanks to the pre-oiling procedure I 
mentioned earlier this week, which pumps them up nicely.  After 
assembly, you can glue the valve covers on and they won't need to come 
back off until rebuild time.  GM knows how to do hydraulic lifters.

On the other hand, my 2180 VW engine was spalling one of the solid 
lifters when I tore it apart after the sucked valve incident.  And yes, 
both lifters and cam came from the same manufacturer (Eagle), and they 
were properly lubed with moly cam lube at assembly.

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Corvair College #37, Chino CA

[mbflys]

Some images from Corvair College in California  Day 1

Watch this video on Vimeo:
https://vimeo.com/163910556

Marc Baca

KR> Corvair Engine on EBay

[Craig Williams]

Saw that but they won't ship.  Their loss.




> On February 17, 2016 at 6:52 PM Dan Prichard via KRnet  list.krnet.org>
> wrote:
> 
> 
> FYI  for anyone looking for a corvair aircraft engine. Follow the long below
> > 
> > http://www.ebay.com/itm/Corvair-Aircraft-Engine-/141905028169?hash=item210a32e449:g:3ysAAOSwezVWwqy0=mtr
> >  
> > Dan Prichard
> > Oregon 
> > 
> >  
> >  
> ___
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KR> Corvair Engine on EBay

[Dan Prichard]

Did you ask them?  Working those eBay buttons get confusing. 

Sent from my iPhone

> On Feb 17, 2016, at 4:00 PM, Craig Williams via KRnet  list.krnet.org> wrote:
> 
> Saw that but they won't ship.  Their loss.
> 
> 
> 
> 
>> On February 17, 2016 at 6:52 PM Dan Prichard via KRnet > list.krnet.org>
>> wrote:
>> 
>> 
>> FYI  for anyone looking for a corvair aircraft engine. Follow the long below
>>> 
>>> http://www.ebay.com/itm/Corvair-Aircraft-Engine-/141905028169?hash=item210a32e449:g:3ysAAOSwezVWwqy0=mtr
>>> 
>>> Dan Prichard
>>> Oregon
>> ___
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KR> Corvair Engine on EBay

[Dan Prichard]

FYI  for anyone looking for a corvair aircraft engine. Follow the long below
> 
> http://www.ebay.com/itm/Corvair-Aircraft-Engine-/141905028169?hash=item210a32e449:g:3ysAAOSwezVWwqy0=mtr
>  
> Dan Prichard
> Oregon 
> 
>  
>  

KR> corvair

[samantha toner]

 Hi Mike if you find a corvair will the VW need a new home ? Mark

KR> Corvair EGT

[Dan Heath]

I installed mine 4" from the flange and at 2950 rpm, ran it around 1450.  If
it went above that, I richened it.  The engine runs good lean of peak, but I
did not make a habit of running it there.



See N64KR at  <http://krbuilder.org/> http://KRBuilder.org - Then click on
the pics 



2015 KR Gathering - McMinnville, OR.  September 3 - 6 -- See U There.



Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best KR at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Interior at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Paint at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il - MVN 



Best Interior and Panel at 2008 - KR Gathering in Mt. Vernon, Il - MVN





Daniel R. Heath - Lexington, SC





-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Bob Sauer via
KRnet
Sent: Sunday, July 05, 2015 6:40 PM
To: KRnet at list.krnet.org
Cc: Bob Sauer
Subject: KR> Corvair EGT



What EGT readings are a good range for the 2700 Corvair engine? 



Bob Sauer

Sun City West, AZ

N811RJ  KR2S

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KR> Corvair EGT

[Mark Langford]

Bob Sauer wrote:

 > What EGT readings are a good range for the 2700 Corvair engine?

I'm not sure that there is a good range.  It all depends on thermocouple 
location, how lean you can make it run, etc.  My thermocouples are 4" 
below the flange (my engine has flanges rather than the pressed in 
tubes), and I've seen it close to 1500F.  Leaned way back it drops 
considerably, along with CHTs.  About all you can say about the EGT 
gauge is that it's a good way to lean your engine out for cruise, but 
not as good as an air/fuel meter.  Some planes don't even have markings 
on the EGT gauge.  It's all relative...

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Corvair EGT

[Bob Sauer]

What EGT readings are a good range for the 2700 Corvair engine? 

Bob Sauer
Sun City West, AZ
N811RJ  KR2S

KR> Corvair engine mount

[Dan Prichard]

Just completed my corvair mount. Getting it lined up in this photo. 

-- next part --
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-- next part --



Sent from my iPhone

KR> Corvair Engine Parts

[Dan Prichard]

I selling corvair conversion parts collected over the past year. See attached 
list. My email is dprich01 at comcast.net if your interested. I have a taker on 
the oil pan. 
-- next part --

Sent from my iPhone
R
Sent from my iPhone

KR> Corvair Engine mount

[Dan Heath]

I installed my WW KR mount on my KR2 had had no issues with it.  I made a
mock up of a firewall and practiced on it.  When it came time to install, I
got a couple of friends to help hold it in the exact place, determined by
measuring for and marking the location that would give a center location.
The bottom is dictated by the flanges on the bottom mount brackets.  I used
3/16" X 3" aluminum angle inside the shelf for support, and a flat piece of
3/16" aluminum on the bottom.



If you have any specific questions or need some pics, I can respond tomorrow
and get pics on Friday.



Speaking of WW Corvair mounts, I have one for sale, unless you want to buy
the whole plane less wings and engine.



See N64KR at  <http://krbuilder.org/> http://KRBuilder.org - Then click on
the pics 



Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best KR at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Interior at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Paint at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il - MVN 



Best Interior and Panel at 2008 - KR Gathering in Mt. Vernon, Il - MVN





Daniel R. Heath - Lexington, SC





-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Wednesday, July 09, 2014 7:31 PM
To: KRnet
Subject: Re: KR> Corvair Engine mount



Larry Elwood wrote:



> What is the best way to mount the WW KR2 corvair engine mount to the 

> firewall of a stock build KR2?



I used bolts!  I'm not sure what you mean exactly, but the KR2 and KR2S
firewalls are both 22" tall, but the S is almost 2" wider.  That may be your
issue, since the protoype was made for the S, and the top members go to the
corners of the firewall.  If so, those top two arms may need to be partially
cut loose and rewelded a tad narrower.  \



There's more info on the development of my mount (the prototype) at
<http://www.n56ml.com/corvair/mount_fit.html>
http://www.n56ml.com/corvair/mount_fit.html , if that's any help...



Mark Langford

ML at N56ML.com

website at  <http://www.N56ML.com> http://www.N56ML.com







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KR> Corvair College #29

[Bill Zorc]

I'll be coming up from VRB, and hope to run my 3000cc engine... My fourth CC.

Bill Zorc
772-713-0607 cell

Sent from my iPad

> On Mar 26, 2014, at 6:10 AM, Paul Visk  wrote:
> 
> Just wondering if anyone is going to CC #29 in Leesburg Fl. this weekenk. 
> I'll be there to observe.  I'll be working on my engine at CC #30
> 
> 
> Paul Visk
> Belleville, Il
> 618-406-4705
> 
> Sent from my Samsung Galaxy S?4
> ___
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> options

KR> Corvair College #29

[Paul Visk]

Just wondering if anyone is going to CC #29 in Leesburg Fl. this weekenk. I'll 
be there to observe. ?I'll be working on my engine at CC #30


Paul Visk
Belleville, Il
618-406-4705

Sent from my Samsung Galaxy S?4

KR> Corvair Motor Mount for Sale

[Dan Heath]

William Wynn Corvair Motor Mount for KR is for sale.  First $350 (plus
shipping, US only) gets it.



Please reply OFF NET to Danrh at Windstream.net





My Panther Building Documentation at  
PantherBuilder Web Site



Daniel R. Heath - Lexington, SC

KR> Corvair vs VW

[brian.kraut at eamanufacturing.com]

No.  That was when I had the Zenith carb that was going overly rich in
the mid range and fouling plugs.  Happened while doing touch and gos
when on downwind.


 Original Message 
Subject: Re: KR> Corvair vs VW
From: "Mark Langford" 
List-Post: krnet@list.krnet.org
Date: Tue, January 14, 2014 8:22 pm
To: "KRnet" 

Brian Kraut wrote:

>I can confirm that a KR with one person and a 2180 VW will climb on two
> cylinders, but the pucker factor is much greater than loosing two on a
> Vair for sure.

That sounds like the one that ended up in a tree!

I've done a fair bit of flight testing in N56ML, and one of those was 
minimum speed to stay aloft. That is usually around 2000 rpm, at my
usual 
1000 pounds or so average flight weight (full fuel). Desktop Dyno says
my 
engine should be producing about 65 horsepower at that rpm.

I'll be testing N891JF soon enough, and the MGL iEFIS has a horsepower 
readout function on it, so it'll be interesting to see what minimum
flight 
speed is on it, given the lighter weight. I could even check it again 
Desktop Dyno predictions for correlation, come to think of it. More
testing 
fun!

One thing I will give VWs is that their intake ports are more isolated
to a 
single cylinder at the head (assuming dual ports), so effects of an open

valve on a cylinder are likely not as detrimental as on a Corvair where 
three cylinders share a common manifold...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com



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KR> Corvair vs VW

[Mark Langford]

Brian Kraut wrote:

>I can confirm that a KR with one person and a 2180 VW will climb on two
> cylinders, but the pucker factor is much greater than loosing two on a
> Vair for sure.

That sounds like the one that ended up in a tree!

I've done a fair bit of flight testing in N56ML, and one of those was 
minimum speed to stay aloft.  That is usually around 2000 rpm, at my usual 
1000 pounds or so average flight weight (full fuel).  Desktop Dyno says my 
engine should be producing about 65 horsepower at that rpm.

I'll be testing N891JF soon enough, and the MGL iEFIS has a horsepower 
readout function on it, so it'll be interesting to see what minimum flight 
speed is on it, given the lighter weight.  I could even check it again 
Desktop Dyno predictions for correlation, come to think of it.  More testing 
fun!

One thing I will give VWs is that their intake ports are more isolated to a 
single cylinder at the head (assuming dual ports), so effects of an open 
valve on a cylinder are likely not as detrimental as on a Corvair where 
three cylinders share a common manifold...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> Corvair vs VW

[brian.kraut at eamanufacturing.com]

I can confirm that a KR with one person and a 2180 VW will climb on two
cylinders, but the pucker factor is much greater than loosing two on a
Vair for sure.


>ML
On the Corvair you could blow a spark plug out on takeoff and it
wouldn't be 
much of an issue. Ask Bill Clapp, who's done that twice. Steve Makish
took 
off from SNF headed home and noticed a little miss, but it wasn't
concerning 
enough to landhe continued to fly all the way home. One of his 
cylinders wasn't working because the pushrod had come loose due to
geometry 
issues. I've always expected that losing a plug on takeoff in a four 
cylinder was going to put you in the weeds, and I may be right.
Fortunately 
this is not usually a problem, and we do know how to prevent it.

KR> Corvair vs VW

[Dan Heath]

I will put in a point that I consider a big benefit of the Corvair.
Assuming you can handle the extra 60 pounds, the Corvair brings a durability
level far greater than does the VW.  I have had several VW engines in a car
and two different KRs, and I consider them to be really good engines and
have never had one fail on me.  

The reason that I believe the Corvair, especially the 2700, to be far more
durable than the VW, is because it is not being stressed like the VW is.
The Corvair engine that I have was designed as a 2700cc engine, and it is
still a 2700cc engine.  No boring or stroking has been done to my engine.
Most of the VW engines have been both bored and stroked.  The most popular
being a 2180, started life as a 1600.  I believe that it is living on the
edge where, other than for the crank, the Corvair, in my opinion, is bullet
proof.  And with this new crank that has been developed, I don't see how you
can go wrong.  

Now, given the cost of this crank and the other work that needs to be done
to the Corvair, you may want to give serious consideration to the Aircraft
engines like the 0200 and the 0235, again, if you can handle the added
weight.

See N64KR at http://KRBuilder.org - Then click on the pics?

Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Best KR at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Best Interior at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Best Paint at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 

Daniel R. Heath -?Lexington, SC

KR> Corvair vs VW

[Mark Langford]

Stan wrote:

> If you where making a KR1 would you use a hopped up VW or the 110 hp 
> Corvair?

I would have to go with the Corvair, but it would have a 4340 steel crank in 
it (which I've bought for the next plane), and they're not cheap.  The VW is 
a fine engine, but there are two big differentiators...more power and two 
extra cylinders for the Corvair.  And if you're starting from scratch, the 
Corvair requires no machine work at all, as opposed to lots for the VW.  I 
should also mention that the Corvair is about 60 pounds heavier, but the 
extra power forgives that sin and plenty more.

On the Corvair you could blow a spark plug out on takeoff and it wouldn't be 
much of an issue.  Ask Bill Clapp, who's done that twice.  Steve Makish took 
off from SNF headed home and noticed a little miss, but it wasn't concerning 
enough to landhe continued to fly all the way home.  One of his 
cylinders wasn't working because the pushrod had come loose due to geometry 
issues.  I've always expected that losing a plug on takeoff in a four 
cylinder was going to put you in the weeds, and I may be right.  Fortunately 
this is not usually a problem, and we do know how to prevent it.

Having said that, I just finished up rebuilding a 2180cc for N891JF, with a 
lot of GPASC parts in it, and I'm looking forward to flying it.  I don't 
intend to swap it for a Corvair, although I will build another Corvair 
powered plane when I'm done fooling around with the KR2.

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 

KR> Corvair core

[Dan Heath]

I had the Sensenich 54 X 54 til I broke it.  Ed Sterba is making me a new
Sterba now.  Just a Starter and Dead Battery problem.

See N64KR at http://KRBuilder.org - Then click on the pics?
See you Oct. 4 and 5, 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Daniel R. Heath -?Lexington, SC




-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Pat and Robin
Russo
Sent: Tuesday, October 08, 2013 5:55 AM
To: KRnet
Subject: Re: KR> Corvair core

Mike Inskeep et al, ! may be interested in a corvair engine/core. How much? 
Anyone on the East Coast have one?  Contact me off line at
patrusso at myfairpoint.net
   Dan Heath, What prop are you using with your Corvair? What is/was your
engine issue at flyin?

-Original Message-
From: michael inskeep
Sent: Monday, October 07, 2013 10:18 PM
To: KRnet
Subject: Re: KR> KR2S Project For Sale

i have one kr2s with deihl wings, inboard skins and tail skins. 3 corvairs
(may be sold ,First cash in hand gets them)w/ 110 heads and 95 heads.

ohave a kr2 drihl skins ,ons complete one to build , 0200 mtr w/mount extra
stuff grove wheels , r/r gear, prop , lights  dragon fly canapy, r/r canopy
and more .
everything in one lump $1.00 .
will split kits ,the kr2s w/ geihl skins  6500.oo the kr2 5500.oo; then you
can get the other stull as needed .
i am in cincinnati ohio


On Sun, Oct 6, 2013 at 10:29 PM, Marty Martin wrote:

> besides telling me about you KR for sale.  i also would like to know 
> where you are located.  i am in Tehachapi, CA just west of Mojave 
> airport by 20 miles in the mountains
>
> Marty
>
>
>
> On Fri, Oct 4, 2013 at 5:31 PM,  wrote:
>
> >
> > ___
> > 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 
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> change
> > options
> >
>
>
>
> --
> M. Greg Martin
> ___
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>



-- 

Michael
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KR> Corvair core

[Pat and Robin Russo]

Mike Inskeep et al, ! may be interested in a corvair engine/core. How much? 
Anyone on the East Coast have one?  Contact me off line at 
patrusso at myfairpoint.net
   Dan Heath, What prop are you using with your Corvair? What is/was your 
engine issue at flyin?

-Original Message- 
From: michael inskeep
Sent: Monday, October 07, 2013 10:18 PM
To: KRnet
Subject: Re: KR> KR2S Project For Sale

i have one kr2s with deihl wings, inboard skins and tail skins. 3 corvairs
(may be sold ,First cash in hand gets them)w/ 110 heads and 95 heads.

ohave a kr2 drihl skins ,ons complete one to build , 0200 mtr w/mount
extra stuff grove wheels , r/r gear, prop , lights  dragon fly canapy, r/r
canopy
and more .
everything in one lump $1.00 .
will split kits ,the kr2s w/ geihl skins  6500.oo
the kr2 5500.oo; then you can get the other stull as needed .
i am in cincinnati ohio


On Sun, Oct 6, 2013 at 10:29 PM, Marty Martin wrote:

> besides telling me about you KR for sale.  i also would like to know where
> you are located.  i am in Tehachapi, CA just west of Mojave airport by 20
> miles in the mountains
>
> Marty
>
>
>
> On Fri, Oct 4, 2013 at 5:31 PM,  wrote:
>
> >
> > ___
> > 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
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> change
> > options
> >
>
>
>
> --
> M. Greg Martin
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>



-- 

Michael
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KR> Corvair

[Dan Heath]

No, it is not my first, but is my longest and most challenging.  It was  about 
550 SM over 6000 ft mountain peaks.  At one point in the flight, my GPS 
altitude was 13850.  I flew between two towering thunderstorms that I had on my 
Skyview and knew exactly where they were and that there were no others in the 
vincinity.  I am still in awe of this engine that it can climb to almost 14000 
feet and want to keep climbing.  Flying between those clouds was an experience 
of a lifetime and I regret that I did not put a fresh battery in my camera.

I run my Corvair very conservatively, 2950 RPM, as suggested by Roy.  I get 140 
MPH cruise at this setting and am very happy with it.

It is more narrow than a VW or certainly an 0200 and I am quite sure that it 
would fit into that space.

Dan Heath

> On Oct 5, 2013, at 1:45 PM, "Pat and Robin Russo"  myfairpoint.net> wrote:
> 
> Dan Heath...Is this your first cross country with your newly installed 
> Corvair? Any comments?
>Mark; Are you building up another corvair? Comments? My latest project 
> is/was slated for Corvair. Have not started engine yet waiting for more 
> positive news from Mark and optimistic comments from Dan. Will that engine 
> fit into a 31? round cowling?
> Pat
> ___
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> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
> options

KR> Corvair

[Pat and Robin Russo]

Dan Heath...Is this your first cross country with your newly installed Corvair? 
Any comments?
Mark; Are you building up another corvair? Comments? My latest project 
is/was slated for Corvair. Have not started engine yet waiting for more 
positive news from Mark and optimistic comments from Dan. Will that engine fit 
into a 31? round cowling?
Pat

KR> Corvair Engine For Sale - Update

[Dan Heath]

I have posted a PDF on KRBuilder, that has a complete description of this
engine along with pictures.  If interested, just click on this link.



http://krbuilder.org/ForSale/CorvairForSale.pdf 



When testing it, I had to click on it twice, so if it does not come up on
the first click, give it another shot.



On another note, of the items I have posted at:



http://krbuilder.org/InstrumentsForSale/index.html



The Transponder and ADSB are on HOLD pending the finalization of the
purchase.



For now, I am going to hold back on the D10-A as I think it will make a
great backup EFIS for my panel.  So, I have either removed it from the list,
or will do so soon.



And, to update on the SkyView installation, the panel is still in the
planning phase and the system is on order from nVaero. -
http://www.nvaero.com/



Heading to the Pancake breakfast this morning at KCUB and plan to do some
flying.  Later, will fly to KOGB to visit with Matt and catch up on his
plans.



See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you Oct. 4 and 5, 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Daniel R. Heath - Lexington, SC

KR> Corvair engines

[Phillip Matheson]

Another maker of front bearings, and I have seen is work, it is Fantastic.
Bill Clapp makes a beautiful product.

www.clappscars.com


Phil Matheson


-Original Message- 
From: Mark Langford
Sent: Monday, May 27, 2013 4:55 AM
To: KRnet
Subject: Re: KR> Corvair engines

From: "Nerobro" wrote:


> Because I"m a bit out of the loop, has anyone built a bearing section to
> bolt to the end of the crankcase to take flight loads?  is that what the
> "5th bearing" is?  and has anyone tried to design one that completely
> removes everything but torque loading from the crankshaft?

There are two guys making "fifth bearings" for the Corvair.  Dan Weseman
makes $1000 version that seems to work, and it's shown at
http://fly5thbearing.com/.   Roy Sarafinksy makes a more integrated bearing
that bolts to each case half and splits with the engine cases, for about
$1800, and it's shown at http://www.roysgarage.com/new/Welcome.html .  I was
planning to make one like you describe for the Type 4 VW that I was going to
use, and am still kicking it around for the Corvair.  There's a Corvair
engine for aircraft list similar to this one (run by me) that can be joined
following the instructions at the top of http://www.corvaircraft.org/ , and
a lot more on the CorvAircraft engine conversion at
http://www.n56ml.com/corvair/.

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
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options 

KR> Corvair engines

[Mark Langford]

From: "Nerobro" wrote:


> Because I"m a bit out of the loop, has anyone built a bearing section to
> bolt to the end of the crankcase to take flight loads?  is that what the
> "5th bearing" is?  and has anyone tried to design one that completely
> removes everything but torque loading from the crankshaft?

There are two guys making "fifth bearings" for the Corvair.  Dan Weseman 
makes $1000 version that seems to work, and it's shown at 
http://fly5thbearing.com/.   Roy Sarafinksy makes a more integrated bearing 
that bolts to each case half and splits with the engine cases, for about 
$1800, and it's shown at http://www.roysgarage.com/new/Welcome.html .  I was 
planning to make one like you describe for the Type 4 VW that I was going to 
use, and am still kicking it around for the Corvair.  There's a Corvair 
engine for aircraft list similar to this one (run by me) that can be joined 
following the instructions at the top of http://www.corvaircraft.org/ , and 
a lot more on the CorvAircraft engine conversion at 
http://www.n56ml.com/corvair/.

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> Corvair engines

[Teate, Stephen]

"What are your qualifications for making such a statement?"

It has been my experience that most people don't need or have qualifications 
for this. When it comes to engines we might as well be talking about politics, 
religion, or sex. Most folks have their minds made up and there is no changing 
them. It is a debate that is not likely to change any time soon. In my opinion, 
both engines are viable air cooled power plants and so is Rotax, Jabiru, 
Lycoming and Continental. All engines have their issues and it is up to the 
operator to know what they are and never let yourself be surprised by those 
issues.

Stephen Teate
Paradise, Texas

KR> Corvair engines

[Dan Heath]

Yes, VW is a good reliable engine, but why do you say "Corvairs suck".  What
are your qualifications for making such a statement?

See N64KR at http://KRBuilder.org - Then click on the pics?
See you Oct. 4 and 5, 2013 - KR Gathering in Mt. Vernon, Il ? MVN 
Daniel R. Heath -?Lexington, SC



-Original Message-


Ok, I'll call you out on it - VWs rule! Corvairs suck! 
Rob Schmitt
N1852Z

KR> Corvair engines

[Rob Schmitt]

Mark,

Ok, I'll call you out on it - VWs rule! Corvairs suck!

Just enjoying my KR as much as anyone. I gave 5 more Young Eagles ride in mine 
last weekend. Got a hat from EAA the other day for going over 50. But I'm sure 
some other KR flyer can beat that.

Rob Schmitt
N1852Z



On May 22, 2013, at 9:49 AM, "Mark Langford"  wrote:

> I wrote something yesterday about more powerful engines being "safer" than
> lower powered ones in a given plane.  This was from  a "gain altitude as
> quickly as possible on takeoff" standpoint.  I'm a little surprised that
> nobody called me out on using the Corvair as an example, given that I've
> broken three Corvair crankshafts, the last one on takeoff.  There is no
> denying that the Corvair has crankshaft issues, at least in my mind.  In
> contrast, the VW-based engines such as the Great Plain Aircraft 2180 have
> essentially mitigated that problem by use of high quality 4340 crankshafts
> and the Force One hub.  VWs tend to fail more slowly, with valve or
> crankcase issues, whereas the Corvair has had more than its share of
> instantaneous crankshaft failures of the variety that will ruin your day, at
> least in my experience.  There is now limited production of 4340 crankshafts
> for the Corvair, but they are pricey, and there's only one flying so far.  I
> do have one on order.
> 
> 
> 
> I'm not bringing this up for any other reason than to be fair to the VW.
> They are reasonably reliable engines and there are a lot in service in the
> small homebuilt world.  Steve Bennett told me a few months ago, that none of
> his engines have broken a crank that has been running his Force One hub, and
> that's a lot of years and a lot of engines!
> 
> 
> 
> Mark Langford
> 
> ML at N56ML.com
> 
> see experimental N56ML at 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> Corvair engines

[Mark Langford]

I wrote something yesterday about more powerful engines being "safer" than
lower powered ones in a given plane.  This was from  a "gain altitude as
quickly as possible on takeoff" standpoint.  I'm a little surprised that
nobody called me out on using the Corvair as an example, given that I've
broken three Corvair crankshafts, the last one on takeoff.  There is no
denying that the Corvair has crankshaft issues, at least in my mind.  In
contrast, the VW-based engines such as the Great Plain Aircraft 2180 have
essentially mitigated that problem by use of high quality 4340 crankshafts
and the Force One hub.  VWs tend to fail more slowly, with valve or
crankcase issues, whereas the Corvair has had more than its share of
instantaneous crankshaft failures of the variety that will ruin your day, at
least in my experience.  There is now limited production of 4340 crankshafts
for the Corvair, but they are pricey, and there's only one flying so far.  I
do have one on order.



I'm not bringing this up for any other reason than to be fair to the VW.
They are reasonably reliable engines and there are a lot in service in the
small homebuilt world.  Steve Bennett told me a few months ago, that none of
his engines have broken a crank that has been running his Force One hub, and
that's a lot of years and a lot of engines!



Mark Langford

ML at N56ML.com

see experimental N56ML at www.N56ML.com  

KR> Corvair crank

[laser...@juno.com]

Given that this engine has become such a popular powerplant for experimentals, 
I would have thought someone would be building a forged crank for this motor by 
now since it is the "heart" of any engine.  

Forged cranks ended the crankshaft failures with the VW's so looks like this is 
going to be necessary with the Corvairs if anyone is to trust their engines in 
the future.

Good save there Mark and a great write-up, as usual.  

Mike
KSEE









53 Year Old Mom Looks 33
The Stunning Results of Her Wrinkle Trick Has Botox Doctors Worried
http://thirdpartyoffers.juno.com/TGL3141/4efaaf8df33665dedaast02vuc

KR> Corvair engine group link?

[ol' weirdo]

Is there an equivalent VW engine list

Bill Weir

  :
> Rich wrote:
>
>>Could someone post the Corvair engine group link, please? Thanks.
 
>
>
> ___
> 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> Corvair engine group link?

[Mark Langford]

Rich wrote:

>Could someone post the Corvair engine group link, please? Thanks.


You can join the list by sending a blank email to 
corvaircraft-j...@mylist.net .  There's a bit of a skeleton for a webpage at 
http://www.corvaircraft.org/ , but the list is where the traffic and the 
information lives.  It's very similar to KRnet, and I run them both, 
although it's debatable as to how well...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 

KR> Corvair engine group link?

[Dan Heath]

Corvair engines for homebuilt aircraft corvaircr...@mylist.net


See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2012 - KR Gathering in Mt. Vernon, Il – MVN – 40th
Anniversary
There is a time for building and it never seems to end.
Daniel R. Heath - Lexington, SC


-Original Message-

 Could someone post the Corvair engine group link, please?  Thanks.

KR> Corvair engine group link?

[Rich Angel]

Hi folks,
 Could someone post the Corvair engine group link, please?  Thanks.
Rich

KR> All KR/Corvair Issues resolved

[Dan Heath]

Today, I got the issue with the engine cutting off, resolved.  Adjusting the
idle mixture setting, made a distinct difference.  The engine now runs very
smooth at all throttle settings and idles very well.  I would have flown her
after that was resolved, but, one of our RV guys strongly recommended that I
get some stick time before taking her up and, then, offered to give me that
time.  So I got to fly one of the finest RV6 anywhere doing all tasks like a
Bi-annual review, except for the  landing.  These RV guys at my airport are
very interested in seeing this KR back in the air with the Corvair on it and
everyone is very complimentary of it and the way it sounds.



If I get as good a day tomorrow, like we had today, she will take to the
air.  I can't wait to be able to give you that report.





See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN

There is a time for building and it never seems to end.

Daniel R. Heath - Lexington, SC

KR> All KR/Corvair Issues resolved

[Dan Heath]

Today, I got the issue with the engine cutting off, resolved.  Adjusting the
idle mixture setting, made a distinct difference.  The engine now runs very
smooth at all throttle settings and idles very well.  I would have flown her
after that was resolved, but, one of our RV guys strongly recommended that I
get some stick time before taking her up and, then, offered to give me that
time.  So I got to fly one of the finest RV6 anywhere doing all tasks like a
Bi-annual review, except for the  landing.  These RV guys at my airport are
very interested in seeing this KR back in the air with the Corvair on it and
everyone is very complimentary of it and the way it sounds.



If I get as good a day tomorrow, like we had today, she will take to the
air.  I can't wait to be able to give you that report.



See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN

There is a time for building and it never seems to end.

Daniel R. Heath - Lexington, SC

KR> Corvair installed weight vs VW installed weight.

[Dan Heath]

Today I weighed both cowlings.  Given the total weight with VW being 720 and
the total weight with the Corvair being 750 and adding in the 9 pounds
difference in cowl weight, the installed weight of the Corvair is 39 pounds
greater than the VW 2276 as installed on my KR2.



Much less than I expected.



Also, taxied today and everything seems to be a go, except that I have a
real problem at the 1000 RPM spot.  That is where I like to taxi, and the
engine quits everytime I get it in that spot and leave it there for a
second.  I have a 2700 with an Ellison EFS-3A.  Also, it will idle much
lower than I thought it should be able to, around 650 and even lower for a
short while.  I am going to try to fiddle with the idle mixture adjustment
tomorrow to see if I can cure this problem.



Also, for you EFS-3A guys, is your throttle sticky at the low end?  It could
be my installation, that is why I ask.



Also, is 2850 static good enough?  That seems a little low to me.  I have a
Sensenich 54 54.



See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN

There is a time for building and it never seems to end.

Daniel R. Heath - Lexington, SC

KR> Corvair powered KR Progress

[Dan Heath]

Yes, I did tell Mark that I was "POSITIVE" of the polarity of the coils.
Thus why I did not trust myself to build an engine.

I have gone back and tested the coil joiner with the Ohm meter and checking
polarity both ways on both terminals, I show an open circuit.  Is that an
indication that it is bad, or does it require a certain voltage before the
circuit will be complete?

I am currently running on the points only because I am sure the Crane unit
has been blown.  Can this unit be replaced, or does it have to be sent back
to William for repair?  If it has to be sent back, I hope William will be
willing to fix it at CC in Barnwell.

So, maybe it was not the polarity on the coil, but the Capacitor.  Anyway,
it is running and I now have a renewed energy to getting this finished in
time for Barnwell.

Thanks to Mark for the divine intervention, I really appreciate it.

Today, I took off the EFS-3A and shipped it back to Ellison.  I put on one
of my old EFS-2 and the engine runs as you would expect it to run.  I don't
have a cowling of any kind, so am limited to very short runs for testing
purposes only.  The Ellison will be back in time for Barnwell.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN
There is a time for building and it never seems to end.
Daniel R. Heath - Lexington, SC

KR> support for the KR/Corvair list admin

[Oscar Zuniga]

Howdy, netters;

>From time to time, and usually when Mark Langford is away at the KR Gathering, 
>one of us will post an informal request for contributions to support the work 
>that Mark does as administrator of the KRNet and the Corvair list.  He will 
>not request any kind of support and you will never hear a mention of emergency 
>fund-raisers here, but as a token of gratitude for his "benevolent 
>dictatorship" and the work he does to maintain these lists, we bring this up 
>periodically.

It has become ridiculously easy to do this with the advent of PayPal.  No more 
need for stamps, credit cards, envelopes, forms, or anything else... you can 
PayPal money to Mark's account with a few mouse clicks and help keep his 
excellent work going (not to mention his enthusiasm and patience).  It takes 
money to fly as much as Mark does, constantly testing and evaluating and 
developing things and racking up the one thing that is as good as money in the 
bank when it comes to experimental aviation: actual flight hours, and 
well-documented ones at that.

If you have the time, interest, and funds- just PayPal something to 
m...@n56ml.com .  I'm sure if there were such a thing as "BeerPal" where you 
could send him a nice amber ale, he would appreciate that too ;o)

Oscar Zuniga
Air Camper NX41CC "Scout"
Flying Squirrel N2069Z "Rocket"
Medford, OR
website at http://www.flysquirrel.net

KR> Corvair Head

[Pete Klapp]

Paul
Go online to www.corvair.org to find the local Corvair club. They are a great 
source for parts. That's where I found a complete engine with only 45,000 miles 
on it for $60 !!!
Good luck
Pete Klapp, building KR-2S N729PK,
Canton, OH


> From: kr1pi...@aol.com
> Date: Tue, 14 Jun 2011 12:24:01 -0400
> To: kr...@mylist.net
> Subject: KR> Corvair Head
> 
> This is just a brief note to the net.
> 
> My name is Paul and am working on a life long dream of a KR-2 here in Polk 
> City, close to Lakeland, Fl.
> 
> I have recently located a corvair engine but find one of the heads to be 
> defective. Head number 3856743.
> 
> Haven't had any luck on finding a replacement. So I turn to the folks on 
> the net, to help in my search. 
> 
> I appreciate any leads someone may have. The net has been very informative, 
> and I thank all who have shared ideas.
> 
> Again Thanks,
> 
> Paul
> ___
> 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> Corvair Head

[kr1pi...@aol.com]

This is just a brief note to the net.

My name is Paul and am working on a life long dream of a KR-2 here in Polk  
City, close to Lakeland, Fl.

I have recently located a corvair engine but find one of the heads to be  
defective. Head number 3856743.

Haven't had any luck on finding a replacement. So I turn to the folks on  
the net, to help in my search. 

I appreciate any leads someone may have. The net has been very informative, 
 and I thank all who have shared ideas.

Again Thanks,

Paul

KR> Corvair College #20

[Pete Klapp]

Roy

A BIG THANKS to you, Mark, William, the airport staff and everyone that helped 
make Corvair College #20 such a great success !!!

Great weekend, good food, wonderful friends  It just doesn't get any better 


There isn't another group that can that can boast the kind of helpful members 
that the Corvair motorheads have.

I'm another step closer to getting my project in the air. Thanks to everyone 
that helped me reach this goal.

Pete Klapp, building KR-2S N729PK,
Canton, Ohio

KR> Corvair Engine Install

[Dan Heath]

I have made my decision to proceed on with the installation of the Corvair
engine, so I can fly it before I get too old to be able to do so.  Also, the
W is not favourable for flying with the lighter VW engine, now that I have
moved the fuel to the wings.



So, the VW Firewall Forward package is now officially for sale.  I have also
decided to sell it only within the Continental US, due to "I don't know how
to ship outside the US and don't want to mess with the hassle of it".



This is complete, from motor mount to tip of spinner, including the cowling
and a lot of other stuff.



If you are seriously interested, click on this: da...@windstream.net to
contact me off net.  I will send you any information you request.  I will
soon be posting this to Ebay and Barnstormers and any other place I find
where people are interested in auto engines for aircraft use.



I expect that it will take me about 3 months to complete this project, so my
goal is for Labor Day, to put her back in the air under Corvair power.
Thanks for all the help and advise I have received so far, I certainly could
not do this without you.  I owe a special thanks to Roy Szarafinski for his
dedication to making this engine as perfect as it can be and mostly for his
continued commitment to helping me get it in the air.  He is always a phone
call or email away when I need some advise or someone to keep me on track.



See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN

There is a time for building and it never seems to end.

Daniel R. Heath - Lexington, SC

KR> corvair College #20

[Mark Langford]

I should mention that there's a $79 fee for attendance, but that mainly pays 
for your meals.  William has historically held these "Colleges" for free, 
but after realizing how disruptive it is to have people drifting off in 
search of lunch and dinner that the meals are now catered.  Everybody sits 
down together to eat.  These affairs are "total immersion" into Corvair 
engine building.

No pressure from me, but a good opportunity for those considering the 
Corvair

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> corvair College #20

[Mark Langford]

NetHeads,

Here's a reminder that registration for Corvair College 20 ends tonight at 
midnight CST.  If you're considering or planning on using a Corvair engine in 
your KR, you'll get a big head start on it by attending this or another college 
 It might help to know that it's not a bunch of sheep sitting at desks while 
William Wynne preaches to the flock, it's about learning about, building, and 
testing Corvair engines.  Some folks will show up with grungy old engines and 
learn to tear them down, others will bring pristine parts they need "blessed" 
(assessed) by the experts, some will start building, others will finish 
building their engines, and still others will hang their completed engines on 
one of two engine test stands and run them and perform the initial break-in 
under the supervision of William or Roy.There will probably be 20 or more 
engines in some stage of construction spread out in the hangar.  William will 
have impromptu "here's how you do this" discussions as various builders arrive 
at critical assembly points.  

This one's going to be in Michigan at Hillsdale airport (KJYM) June 3rd, 4th, 
and 5th.  Joe Horton, Mark Jones, and I plan to fly our KRs in for the occasion 
(weather permitting).  For more info, see halfway down 
http://www.flycorvair.com/hangar.html .  To register, visit 
https://cc20.wufoo.com:443/forms/corvair-college-20-registration/ .

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com 

KR> Corvair engine

[Mark Langford]

Pat Russo wrote:

>>While it does "detail which engines are preferrable" It does not
detail "the rest of process you"ll need to convert a corvair. Aside from the
precious dollars spent on the book, you WILL need the GM factory manual and
likely the videos that the author offers. I have purchased and  read W
Wynnes book and found fully one half of it written in the first person,
boasting of his abilities and full of references to unrelated and incidental
bits of aviation history. Do not expect to convert/restore an engine with
this book. The book does have about 5 paragraphs that are definitely
useful,...so borrow a friends book or have a bunch of you purchase one copy
and share..OR.. read these KR net newslletters. All of the useful
information from Wynnes book is or has been mentioned several times over in
this, our forum.<<

Obviously, I strongly disagree.  The reason I wrote "For those planning on 
using a Corvair engine, the very first step is to buy William Wynne's 
Corvair Conversion Manual" is because it makes a lot of sense and will pay 
for itself sooner or later, and perhaps may save your airplane or your life. 
In the case of the guy trying to sell the 80 hp Corvair engine, it would 
have saved him from having bought the wrong engine core to start with.  I'm 
guessing he paid at least 3x what he would have paid for William's manual. 
And another piece of advice mentioned early in the manual is to buy the 1965 
GM Manual reproduction for all of the mundane engine building details.  Why 
would William waste time and paper reproducing that info in his manual, when 
the best source is already in production and for sale for $23?

Yes, you can spend the next three months reading the KRnet archives for 
morsels of info on building a successful Corvair engine for your KR and 
still not find it all (or worse, find disinformation written by those who 
are clueless), or you can simply write a check for $59 and read it all over 
the period of several hours, in a well organized and informative package 
that puts it all together in one place.  And don't forget where 99.9% of the 
info in the archives came fromWilliam Wynne's efforts.  And yes, you can 
have a machinist make a prop hub for you, but I'm pretty sure it'll cost you 
more to have one made than you could buy one from William. It makes a lot of 
sense to take advantage of the economy of scale that CNC allows, not to 
mention buying flight proven parts that you know will fit the first time and 
match up with the rest of your installation.

That aside, I think it's worth mentioning that almost certainly, we wouldn't 
even be talking about Corvair engines were it not for William Wynne.  The 
Corvair engine in aircraft applications was dead and forgotten when William 
picked up the torch and literally made the engine work for aviation use. 
He's devoted his life to this endeavor for the last twenty years,  and I 
think most of us can agree that it's just not right to "borrow a friend's 
book".  If somebody thinks they can reproduce William's twenty years of work 
all by themselves without referring to anything he's done in the effort, and 
do it for less than the equivalent of $59, I wish them luck...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> Corvair engine

[Patrick and Robin Russo]

Yes and no. While it does "detail which engines are preferrable" It does not 
detail "the rest of process you"ll need to convert a corvair. Aside from the 
precious dollars spent on the book, you WILL need the GM factory manual and 
likely the videos that the author offers. I have purchased and  read W 
Wynnes book and found fully one half of it written in the first person, 
boasting of his abilities and full of references to unrelated and incidental 
bits of aviation history. Do not expect to convert/restore an engine with 
this book. The book does have about 5 paragraphs that are definitely 
useful,...so borrow a friends book or have a bunch of you purchase one copy 
and share..OR.. read these KR net newslletters. All of the useful 
information from Wynnes book is or has been mentioned several times over in 
this, our forum.
Pat Russo
- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Tuesday, May 03, 2011 9:16 AM
Subject: Re: KR> which Corvair engine to use


> VairHeads,
>
> For those planning on using a Corvair engine, the very first step is to 
> buy
> William Wynne's Corvair Conversion Manual, available from
> http://www.flycorvair.com/products.html, at the top of the price list.  It
> details exactly which engines are preferable, as well as the rest of the
> process you'll need convert a Corvair for aircraft use.  > >
> 

KR> corvair engine for sale

[Mark Langford]

"Oliver" wrote:

>>I have a dis-assembled 80 HP Corvair engine that I don't plan to use, 
>>includes the W.Wynne conversion manual. I can ship it but would rather 
>>arrange local pick up or delivery in New England. Asking $200.<<

It should be pointed out that the 80 hp Corvair is not the one you want to 
start with, since it is the short-stroke low horsepower version.  Many parts 
are interchangeable, but you'll need a different crankshaft, rods, heads 
(more than likely), and modifications to case and heads (if they were the 
right kind) to use it.  To use this engine as the beginnings of an aircraft 
engine would be "less than optimal", which is covered in the William Wynne 
Manual you'd get with it...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> corvair engine for sale

[obm31...@juno.com]

I have a dis-assembled 80 HP Corvair engine that I don't plan to use, includes 
the W.Wynne conversion manual. I can ship it but would rather arrange local 
pick up or delivery in New England. Asking $200.
email me at obm31770 at juno.com  (replace the " at " with @).

Oliver
Nashua NH

KR> Corvair bearing

[RUSS HOUCK]

I have a WW built corvair that was built about 5 years ago. It is still new, 
never installed. It does not have the additional bearing. I have a 3 blade Warp 
Drive prop which requires no extension. How much would it cost to send it back 
or have the addition bearing put on and is it worth it? My plane is a 
KR2Super-S 17.6 feet long.
 
Thanks, Pappy
pap...@sbcglobal.net
Texas Super-S

KR> corvair combustion chamber size

[brooks townsend]

 > Mark Langford wrote


> I'll build my next engine with a max of 9:1 compression ratio, and that's 
> with 
> optimal quench volume. Sub-optimal quench volumes require an even lower 
> compression ratio, in my opinion. >

So, Mark, are you saying that even with the EIS that you have, you'd go down to 
9:1??  What if you had a less sophisticated monitering system... would you 
further reduce the c/r???  How much??

KR> corvair combustion chamber size

[Mark Langford]

DAN INA GLANDT wrote:

>>  He understands that to burn premium unleaded auto fuel and get good hp, 
>> a compression ratio of  9.5 : 1  works well at sea level.  Most of his 
>> flying here will be in the 6000' msl range and up.  Because the air is 
>> thinner up here, he believes that a smaller combustion chamber size would 
>> work and that with a pre ignition detector installed, he can determine 
>> when he would need to burn higher octane fuel if going to a lower 
>> elevation.  The question is how much smaller would be the combustion 
>> chamber be to equal 9.5 to 1 at sea level.  He is thinking around 51 cc, 
>> but we don't know for sure how to verify this.  We realize it is 
>> complicated by a number of factors. >>

Joe Horton pointed out that I completely missed the point of this question. 
Other than the comments I made the other day about chamber volume being just 
one of the variables in compression ratio, I'd also mention that I don't 
think 9.5:1 is an acceptable compression ratio when burning auto fuel, even 
the 93 octane that I use.  I've run 9.35:1 CR  for the last 950 hours, and 
it's right on the ragged edge of what's acceptable.  In fact, it leaves 
almost no margin for mistakes.  I do experience detonation (which is not the 
same as "preignition") on occasion after a heat-soaking fuel stop in the 
heat of summer, or after idling for a long time in "traffic", such as 
waiting in line for takeoff at SNF or OSH. A summertime takeoff with carb 
heat on will yield detonation half way down the runway, which is not a good 
time for it.   I have the instrumentation and experience to know when the 
engine is detonating, and have learned how to calm it down after a minute or 
so, but you're average guy wouldn't notice, and would be down in the trees 
in a minute or two.   I'm talking about where I live, which is at 800'.

Of course you could probably guesstimate how much higher the CR could be by 
using some kind of  inverse of the "percent power" reduction of a 6000' 
baseline, but I think that's a really bad idea.  The day will come when 
he'll fly somewhere lower, and the odds will be stacked against him.  Of 
course you could say you'll just 100LL, but I used that kind of logic and 
almost ended up in the trees on several occasions.

Contrary to what some folks think, compression ratio isn't a linear 
"free-power" lunch, and it's just not worth trying to eek out the last 
remaining drops of power at the expense of reliability and safety.  I'll 
build my next engine with a max of 9:1 compression ratio, and that's with 
optimal quench volume.  Sub-optimal quench volumes require an even lower 
compression ratio, in my opinion.  There's more on quench at 
http://www.n56ml.com/corvair/95hp/ .

Mark Langford
ML at N56ML.com
website www.n56ml.com

KR> Corvair cylinders

[Mark Langford]

I should probably remind folks that there's a list named "CorvAircraft" that 
I also run.  To subscribe, send an email to corvaircraft-j...@mylist.net  . 
I can tell you that there was once a lot of talk about aluminum cylinders, 
but as far as I know, nobody is currently flying behind them.  To search the 
CorvAircraft search engine, see 
http://www.maddyhome.com/corvairsrch/index.jsp , where you'll get 28 hits on 
the word "nikasil".

To me, it's simply not worth it.  Just lose 10 pounds your wasteline and 
enjoy the reliability of cast iron.  This is like mountain bike parts...you 
can spend a lot of money on super light weight high-end "racing" parts that 
last no time at all, or you can buy the cheap steel stuff that just keep on 
running.  "Racing", "high performance", and "ultra-light" are not always 
good, unless you have your own pit crew doing the work and a bottomless bank 
account.  Having said that, I've never flown behind a set of Nikasil 
cylinders, so take that for what it's worth.  I wouldn't have added another 
8 gallons of fuel capacity to the plane if I thought 10 pounds made a huge 
difference...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> Corvair cylinders

[Donald Greer]

Excerpt from Wikipedia,

"Nikasil was very popular in the 1990s. It was used by companies such  
as Audi, BMW, Ferrari and Jaguar Cars in their new engine families.  
However, the sulfur found in much of the world's low quality gasoline  
caused some Nikasil cylinders to break down over time [1], causing  
costly engine failures."

The article mentioned that it was also used very successfully by  
Porsche in the '70's and that it is still widely used in racing engines.

There are probably others out there more knowledgeable on the sulfur  
content of AvGas and can chime in on this, but if the article is any  
indication, it sounds like the fuel saved by the 10 - 15 lbs of weight  
reduction may not be worth the cost of the aluminum cylinders with  
this plating.

Don Greer
Belleville, Ontario


On 30-Jan-11, at 8:10 PM, Tony King wrote:

> Reading through some stuff over the weekend I realised VW cylinders  
> are used
> on some Corvair builds.  This got me wondering about using nikasil  
> cylinders
> to save weight.  I've seen claims of about 10lb saving from a set of  
> nikasil
> cylinders on a VW, so I assume that would translate to a 15lb saving  
> on a 6
> cylinder engine.  Given the effort many builders go to to save  
> weight I'm
> surprised I haven't seen anything about using nikasil cylinders on
> Corvairs.  Apart from the cost, is there any other downside?
>
> Tony King
> Queensland Australia

KR> Corvair cylinders

[Tony King]

Reading through some stuff over the weekend I realised VW cylinders are used
on some Corvair builds.  This got me wondering about using nikasil cylinders
to save weight.  I've seen claims of about 10lb saving from a set of nikasil
cylinders on a VW, so I assume that would translate to a 15lb saving on a 6
cylinder engine.  Given the effort many builders go to to save weight I'm
surprised I haven't seen anything about using nikasil cylinders on
Corvairs.  Apart from the cost, is there any other downside?

Tony King
Queensland Australia

KR> corvair combustion chamber size

[Mark Langford]

Dan Ina Glandt wrote:

"The question is how much smaller would be the combustion chamber be to 
equal 9.5 to 1 at sea level.  He is thinking around 51 cc, but we don't know 
for sure how to verify this.  We realize it is complicated by a number of 
factors.  Any suggestions about this or ideas of where to look or who to ask 
for the answers would be appreciated."

I can't just give you a number for chamber volume.  There are many other 
factors, large ones being how deep the heads were bored for the 94mm 
cylinders, head gasket thickness, and deck height, for example.  See 
http://www.n56ml.com/corvair/valvejob.html for excruciating details on how 
to "cc" combustion chambers to set compression ratio, as well as a 
spreadsheet to calculate it at http://www.n56ml.com/corvair/cr_3100_ml.xls .

 If that site doesn't do it for you, see the other incarnations of my engine 
where I repeated the process with 95hp heads, for example, at 
http://www.n56ml.com/corvair/95hp/ , http://www.n56ml.com/corvair/phoenix/ , 
and  http://www.n56ml.com/corvair ...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com

KR> corvair combustion chamber size

[DAN INA GLANDT]

A friend of mine is working on a Corvair modification for a Zenith plane.  He 
has had the machining done to accept VW cylinders, has the 5th bearing etc..  
He gave me the inside dia. of the VW cylinders as 3 11/16 in.   The stroke is 
based on the standard Corvair Crank.  He understands that to burn premium 
unleaded auto fuel and get good hp, a compression ratio of  9.5 : 1  works well 
at sea level.  Most of his flying here will be in the 6000' msl range and up.  
Because the air is thinner up here, he believes that a smaller combustion 
chamber size would work and that with a pre ignition detector installed, he can 
determine when he would need to burn higher octane fuel if going to a lower 
elevation.  The question is how much smaller would be the combustion chamber be 
to equal 9.5 to 1 at sea level.  He is thinking around 51 cc, but we don't know 
for sure how to verify this.  We realize it is complicated by a number of 
factors.  Any suggestions about this or ideas of where to look or who to ask 
for the answers would be appreciated.  
I have the engine mounted on my KR2s, one wing left to paint with the final 
coat, and the instrument panel ready to paint.  I had no idea how many wires 
would be required and this is a fairly simple system.  However, it looks like 
this may really happen.  
Dan   

KR> Corvair College #19

[Mark Langford]

As Joe Horton reported, he showed up at my place early Friday and put in two 
solid days of hard work getting my plane in shape to fly to the Barnwell South 
Caroline Corvair College.  It was fantastic to have Joe helping...he did the 
engine installation perfectly, and with no direction from me at all.  It was 
amazing.  He also replaced a control cable  that got dragged 40 miles down the 
highway to probably within a 64th of an inch of the "go-by" aileron cable.  
That's not as easy as it sounds because my installation (which is far from 
"maintenance freindly) doesn't allow for measuring the cable because it wraps 
around an inaccesible pulley out in the wingtip.  Thanks again to Joe...it 
would have been a month before I was flying again had he not shown up to help.

There are lots of stories to tell about that whole affair, but the biggest one  
that might help others is the ELT incident.  Apparently when I set the tail 
down off the saw horse to roll the plane out of the hangar, I dropped it hard 
enough to set off the 406Mhz ELT.  It wasn't until a half hour later that I put 
on my headset and heard the 5 watt bleed-over warbling sound of the ELT did I 
check the ELT and turn it off.  So you can imagine the chain of events after 
that...an Air Force major from Air Force Rescue calling down my list of 
contacts, which started with my house (got the sleeping son and also got his 
attention), who called my wife at work, then the AF major called my father, all 
with the phrase of something like "we have an emergency locator signal from 
N56ML and are trying to contact Mark Langford".  For the first time, I got a 
real tone of concern when she called me on my cell phone.  She got a lot 
happier after I told her it was a false alarm, but the moral of the story is 
put YOUR cell phone number first on the list, because chances are that it'll be 
set off accidently way more times than due to a crash.  If they can contact you 
first, it'll save a lot of concern in the family!  The other takeaway is that 
this system really works, and it's FAST!

It was another great Corvair College though, with several new CorvAircraft 
engines roaring to life for the first time.  The test stand was in constant 
use, with a waiting list to run new engines.  It was great to see everybody 
again, and I apologize for getting there late and leaving early.  I was trying 
to beat weather on my end, and I came very close to spending the night in the 
same town I stayed in on my way the CC a couple of years ago...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com 

KR> Corvair Case/ Crank and parts for airplane conversion - Oshawa / Durham Region Engine, Engine Parts For Sale - Kijiji Oshawa / Durham Region Canada.

[Donald Greer]

Good day,

I'd appreciate anyone's two cents worth on the 'viability' of this  
engine.

Thanks,

Don Greer
Belleville, ON


http://toronto.kijiji.ca/c-cars-vehicles-auto-parts-tires-engine-engine-parts-Corvair-Case-Crank-and-parts-for-airplane-conversion-W0QQAdIdZ236505192

KR> Corvair users

[Thomas Rinaldi]

On 8/2/10 5:17 PM, Mark Langford wrote:
> Thomas Rinaldi
>
>
>> I recently purchased plans for a KR2S but I originally was going to build
>> a 601xl. I have been converting a Corvair engine and have purchased a
>> front starter kit some time ago, I'd like to know if it is absolutely
>> necessary to use a rear starter in the KR2 or will the front starter work?
>>  
> Sure, a front starter will work fine.  William Wynne has perfected the
> details, and it can't get much easier than "bolt it on and fly".  A front
> starter allows either the engine to move a tad aft or leaves more room on
> the firewall for other stuff.  The CG shift is fairly minimal, and is
> certainly nothing that can't be easily "tuned out".
>
> Right now my KR2S CG has moved aft to the point of wishing I had a little
> more weight out front with a passenger, full fuel, camping gear, and max
> gross weight.  I'll just move some aft stuff forward to fix it.
>
> Mark Langford
> n5...@hiwaay.net
> website www.n56ml.com
>
>
> ___
> 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
>
>
Mark,

Thanks for info. It's good to hear my front starter kit can be used.

Tom Rinaldi

KR> Corvair users

[Mark Langford]

Thomas Rinaldi

> I recently purchased plans for a KR2S but I originally was going to build
> a 601xl. I have been converting a Corvair engine and have purchased a
> front starter kit some time ago, I'd like to know if it is absolutely
> necessary to use a rear starter in the KR2 or will the front starter work?

Sure, a front starter will work fine.  William Wynne has perfected the 
details, and it can't get much easier than "bolt it on and fly".  A front 
starter allows either the engine to move a tad aft or leaves more room on 
the firewall for other stuff.  The CG shift is fairly minimal, and is 
certainly nothing that can't be easily "tuned out".

Right now my KR2S CG has moved aft to the point of wishing I had a little 
more weight out front with a passenger, full fuel, camping gear, and max 
gross weight.  I'll just move some aft stuff forward to fix it.

Mark Langford
n5...@hiwaay.net
website www.n56ml.com

KR> Corvair users

[Thomas Rinaldi]

Hello All,

I recently purchase plans for a KR2S but I originally was going to build 
a 601xl. I have been converting a Corvair engine and have purchased a 
front starter kit some time ago, I'd like to know if it is absolutely 
necessary to use a rear starter in the KR2 or will the front starter work?

Tom Rinaldi

KR> corvair / carb

[Larry Flesner]

At 09:29 AM 5/17/2010, you wrote:
>When I would use the electric pump and
>opened the throttle some it would run gas out on the ground until the engine
>fired.
++

Use EXTREME caution using any system that pumps or allows raw fuel 
out of the carb.  I eliminated the primer on my 0-200 after a cowl 
fire and now use only the accelerator pump on the throttle and only 
after the engine is turning over.  Works good for me.

Larry Flesner

KR> Corvair performance

[Larry Knox]

Thanks, Dan this is outstanding and I just did a preview. I can't imagine
why I would need any more info. With all the crap I've ran into with this
plane that was ready to fly, you just made my YEAR. Thanks again, Larry

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Monday, April 26, 2010 6:43 PM
To: 'KRnet'
Subject: RE: KR> Corvair performance

The spread sheet found here, may give you that information, cause it is in
the sheet.

http://krbuilder.org/WeightAndBalance/WB_Documents.html


See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC



Dan, at what points does the fore and aft CG need to be. Thanks to the KRNET
its easier to ask than dig it out of wherever. la...@lebanair.com  


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KR> Corvair performance

[Dan Heath]

The spread sheet found here, may give you that information, cause it is in
the sheet.

http://krbuilder.org/WeightAndBalance/WB_Documents.html


See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC



Dan, at what points does the fore and aft CG need to be. Thanks to the KRNET
its easier to ask than dig it out of wherever. la...@lebanair.com  

KR> Corvair performance

[Larry Knox]

Dan, at what points does the fore and aft CG need to be. Thanks to the KRNET
its easier to ask than dig it out of wherever. la...@lebanair.com  

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Friday, April 23, 2010 3:11 AM
To: 'KRnet'
Subject: RE: KR> Corvair performance

Level at the longerons.  I understand that is what the plans say, and maybe
I read it there myself, but that is also what I have been told and what I
have used.  So, I simply put a level on the shelf behind the seat and set
the plane to level.

I have questioned that, thinking that maybe it should be with the mean chord
leveled, but was told no, it was at the longerons.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
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-

The sliders for the sliding canopy is on the top of the boat section and
looks good for a level
perspective. Will this work. 


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KR> Corvair performance

[Dan Heath]

Level at the longerons.  I understand that is what the plans say, and maybe
I read it there myself, but that is also what I have been told and what I
have used.  So, I simply put a level on the shelf behind the seat and set
the plane to level.

I have questioned that, thinking that maybe it should be with the mean chord
leveled, but was told no, it was at the longerons.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
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-

The sliders for the sliding canopy is on the top of the boat section and
looks good for a level
perspective. Will this work. 

KR> Corvair performance

[Larry Knox]

Another question. Where do you get the level flight setting for a weight and
balance calculation. I am going to do my initial wt and Bal. so I can decide
if I can put my battery in the Header tank area. The sliders for the sliding
canopy is on the top of the boat section and looks good for a level
perspective. Will this work. la...@lebanair.com 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Langford
Sent: Tuesday, April 13, 2010 4:32 AM
To: KRnet
Subject: Re: KR> Corvair performance

Larry Knox wrote:

> ...can anyone give
> me a fairly accurate fuel burn at 75% on a Corvair that is a 110 HP 
> version
> that is supposed to have been set up for 120 Horse power.

It'll burn about 7 gal/hr on takeoff or otherwise wide open, and with 
reasonable throttle setting and  leaning will drop to around 3.5 gal/hr 
cruise.  The efficiency of the plane determines how fast you'll be going in 
cruise, but 130 mph is a pretty safe bet.  Mine will do 160 mph true 
airspeed burning 3.8 gallons or so, if that's a clue. 10.5 gallons per side 
is a pretty nice number.  I only carry 15.5 gal total, and I can make over 
500 miles if I'm not in a big hurry and throttle back a tad.

For a lot more info on the performance of a KR running a Corvair (both 
2700cc and 3100cc) see http://home.hiwaay.net/~langford/performance/ .  That

first chart stinks because it was made on first flights where the EIS was 
all "jiggly", so I need to replace that and generally update that whole 
page, but there's some pretty solid info on that page...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com


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KR> Corvair performance

[Mark Langford]

Larry Knox wrote:

> ...can anyone give
> me a fairly accurate fuel burn at 75% on a Corvair that is a 110 HP 
> version
> that is supposed to have been set up for 120 Horse power.

It'll burn about 7 gal/hr on takeoff or otherwise wide open, and with 
reasonable throttle setting and  leaning will drop to around 3.5 gal/hr 
cruise.  The efficiency of the plane determines how fast you'll be going in 
cruise, but 130 mph is a pretty safe bet.  Mine will do 160 mph true 
airspeed burning 3.8 gallons or so, if that's a clue. 10.5 gallons per side 
is a pretty nice number.  I only carry 15.5 gal total, and I can make over 
500 miles if I'm not in a big hurry and throttle back a tad.

For a lot more info on the performance of a KR running a Corvair (both 
2700cc and 3100cc) see http://home.hiwaay.net/~langford/performance/ .  That 
first chart stinks because it was made on first flights where the EIS was 
all "jiggly", so I need to replace that and generally update that whole 
page, but there's some pretty solid info on that page...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com

KR> Corvair for sale

[Eric Pitts]

http://terrahaute.craigslist.org/cto/1642991433.html


-- 
Eric Pitts
Terre Haute Ind.
http://eric.pitts.mystarband.net

"Life should NOT be a journey to the grave with the intention of arriving
safely in an attractive and well preserved body, but rather to skid in
sideways, chocolate in one hand, body thoroughly used up, totally worn out
and screaming "WOO HOO what a ride!"

KR> Corvair College #17 in Orlando

[Mark Langford]

Those who are interested in using the Corvair as a powerplant might be 
interested to know about the Corvair College that'll be held March 18th through 
21 in Orlando.  For more info see http://www.av-mech.com/av-mech_014.htm , and 
for coverage of previous colleges see .  I'm already registered...

Mark Langford
N56ML "at" hiwaay.net
website at http://www.N56ML.com 

KR> Corvair college

[n92...@cox.net]

I'm on my way after my Starbucks stop. 

Steve Glover
--Original Message--
From: jg7...@mindspring.com
Sender: krnet-boun...@mylist.net
To: KR Net
ReplyTo: jg7...@mindspring.com
ReplyTo: KR Net
Subject: KR> Corvair college
Sent: Nov 6, 2009 6:43 AM

I was just wondering if anyone from the group was coming to the corvair college 
today and if so what time will you be arriving?


jg7...@mindspring.com
EarthLink Revolves Around You.
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Sent from my Verizon Wireless BlackBerry

KR> Corvair college

[Dan Heath]

Sure, I will be there, probably around 4, 4:30.  And I have heard from Mark
L. the he will be there and expects Joe H. to arrive a little after he does.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
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-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of jg7...@mindspring.com
Sent: Friday, November 06, 2009 9:44 AM
To: KRnet
Subject: KR> Corvair college

I was just wondering if anyone from the group was coming to the corvair
college today and if so what time will you be arriving?


jg7...@mindspring.com
EarthLink Revolves Around You.
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KR> Corvair college

[jg7...@mindspring.com]

I was just wondering if anyone from the group was coming to the corvair college 
today and if so what time will you be arriving?


jg7...@mindspring.com
EarthLink Revolves Around You.

KR> Corvair Head Nut removal

[Ross Aldrich]

Thanks Mark.  I do appreciate it!  If you're going to the gathering, I'll 
likely see you there.
Ross Aldrich


> From: n5...@hiwaay.net
> To: kr...@mylist.net
> Subject: Re: KR> Corvair Head Nut removal
> Date: Tue, 15 Sep 2009 21:46:14 -0500
>
> Ross Aldrich wrote:
>
>> I am having one heck of a time trying to remove Corvair head nuts without
>> ruining them. Anybody have any experience with this problem? Any
>> suggestions?
>
>
>>From the CorvAircraft archive:
>
> Date: Jul 23, 2003 5:19 AM
>
> From: Mark Langford 
>
> Subject: Re: CorvAircraft> head nuts
>
>
> Don't forget the old tried-and-true method of drilling two small holes into
> the nut on opposing sides of the stud (hole parallel to the stud), and then
> splitting the nuts with a
> chisel. This completely eliminates the possibility of backing out the
> studs, but you have to be a little careful not to chisel up the threads. I
> split every one of my upper head studs because they were so rusty they were
> pretty much welded to the studs. It took me about 2 hours, but my threads
> look great and my studs are still firmly in place. You'll never get a
> "proper" nut splitter down in the area around the nut.
> There is a CorvAircraft list where this would've been asnwered almost
> immediately. Send a message to corvaircraft-j...@mylist.net to join. Mark
> LangfordN56ML "at" hiwaay.netwebsite at
> http://www.N56ML.com 
>
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KR> Corvair Head Nut removal

[Mark Langford]

Ross Aldrich wrote:

> I am having one heck of a time trying to remove Corvair head nuts without 
> ruining them. Anybody have any experience with this problem? Any 
> suggestions?


>From the CorvAircraft archive:

List-Post: krnet@list.krnet.org
Date: Jul 23, 2003 5:19 AM

From: Mark Langford 

Subject: Re: CorvAircraft> head nuts


Don't forget the old tried-and-true method of drilling two small holes into
the nut on opposing sides of the stud (hole parallel to the stud), and then 
splitting the nuts with a
chisel.  This completely eliminates the possibility of backing out the
studs, but you have to be a little careful not to chisel up the threads.  I
split every one of my upper head studs because they were so rusty they were
pretty much welded to the studs.  It took me about 2 hours, but my threads
look great and my studs are still firmly in place.  You'll never get a 
"proper" nut splitter down in the area around the nut.
There is a CorvAircraft list where this would've been asnwered almost 
immediately.  Send a message to corvaircraft-j...@mylist.net to join. Mark 
LangfordN56ML "at" hiwaay.netwebsite at 
http://www.N56ML.com 

KR> Corvair Head Studs

[Ross Aldrich]

Thanks, I'm looking into that.  I believe that the nuts are heat treated 
(hardened) and many nut splitters are not suitable for those types.  Your 
suggestion about cutting them with a dremel tool may have some value.
Thanks,
Ross


> Date: Sun, 13 Sep 2009 09:34:13 -0700
> From: lah...@yahoo.com
> Subject: Re: KR> Corvair Head Studs
> To: kr...@mylist.net
>
> Ross,
> I think there is a tool you can buy that will split those nuts apart. I seem 
> to remember a circular thing that went around the nuts and then sharp wedges 
> tightened down to cut through the outside then towards the center (or maybe I 
> dreamed that-LOL) or you can maybe figure out how to cut them with a small 
> dremel grinding head without damaging the studs.
> Larry H.
>
>
>
>
> 
> From: Ross Aldrich 
> To: kr...@mylist.net
> Sent: Sunday, September 13, 2009 8:52:51 AM
> Subject: RE: KR> Corvair Head Studs
>
>
> No, I was the buffoon here. I meant to say, "the head stud NUTS" rather the 
> the head studs themselves. I don't know what kind of trouble I would get into 
> if I were to strain or break a stud, but I have a hunch I don't want to find 
> out.
>
> What I've done so far is to break the nuts loose - that is just barely turn 
> them - and then tried to back them off. I could only turn them a few degrees 
> before the torque wrench read 40 lb-ft - the maximum that William suggests.
>
> I had previously soaked the tips of the studs and the nuts in two different 
> kinds of penetrating rust solvent. In addition, I had Q-tipped nitric acid 
> along the annular ring between the stud and nut threads. HNO3 reacts with 
> ("dissolves") rust. So far I still pull 40 lb-ft of torque with no further 
> movement on the "loosened" nuts.
>
> I have heard of a high frequency nut-only electronic heating device, but a) I 
> don't have one, b) I don't know anyone who does, c) most of the nuts are in a 
> location that might preclude the use of such a device anyway. It's amazing in 
> that it heats the bolt to red-hot without heating the stud. Of course, you 
> must work quickly before too much head is transferred from the nut to the 
> stud.
>
> Any suggestions out there would be greatly appreciated.
>
> Ross Aldrich
> 
>> Date: Sat, 12 Sep 2009 07:10:47 -0700
>> From: lah...@yahoo.com
>> Subject: Re: KR> Corvair Head Studs
>> To: kr...@mylist.net
>>
>> Sorry if I mis-spoke, I am talking about the studs that hold the heads to 
>> the block I believe.
>> Larry H.
>>
>>
>>
>>
>> 
>> From: Larry H.
>> To: KRnet
>> Sent: Saturday, September 12, 2009 8:59:15 AM
>> Subject: Re: KR> Corvair Head Studs
>>
>> William says not to remove them. Do you need to remove them?
>> Larry H.
>>
>>
>>
>>
>> 
>> From: Ross Aldrich
>> To: kr...@mylist.net
>> Sent: Saturday, September 12, 2009 8:45:37 AM
>> Subject: KR> Corvair Head Studs
>>
>>
>> I am having one heck of a time trying to remove Corvair head studs without 
>> ruining them. Anybody have any experience with this problem? Any suggestions?
>> Ross Aldrich
>> ___
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>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>> please see other KRnet info at http://www.krnet.org/info.html
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KR> Corvair- VW Head Studs

[Phillip Matheson]

Guys,
 I would suggest you take a very good look at the condition of all head 
studs.
I have a VW Type 4, these things never brake them, well they do.

My engine was running poorly and running on 3 cylinders  I could not tune 
it. I removed the tappet cover and found 2 inches of a broken head stud from 
No 1 cyl. with the nut attached, fowling the rocker on No 2 cylinder.

On close examination I found a very small nick , or mark on the stud, that 
is where it snapped.

I would suggest new studs when you first build your engine.

Just my 2 cents worth.


Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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KR> Corvair Head Studs

[Larry H.]

Ross,
I think there is a tool you can buy that will split those nuts apart. I seem to 
remember a circular thing that went around the nuts and then sharp wedges 
tightened down to cut through the outside then towards the center (or maybe I 
dreamed that-LOL) or you can maybe figure out how to cut them with a small 
dremel grinding head without damaging the studs.
Larry H.





From: Ross Aldrich <rra_...@hotmail.com>
To: kr...@mylist.net
Sent: Sunday, September 13, 2009 8:52:51 AM
Subject: RE: KR> Corvair Head Studs


No, I was the buffoon here.  I meant to say, "the head stud NUTS" rather the 
the head studs themselves.  I don't know what kind of trouble I would get into 
if I were to strain or break a stud, but I have a hunch I don't want to find 
out.

What I've done so far is to break the nuts loose - that is just barely turn 
them - and then tried to back them off.  I could only turn them a few degrees 
before the torque wrench read 40 lb-ft - the maximum that William suggests.  

I had previously soaked the tips of the studs and the nuts in two different 
kinds of penetrating rust solvent.  In addition, I had Q-tipped nitric acid 
along the annular ring between the stud and nut threads.  HNO3 reacts with 
("dissolves") rust.  So far I still pull 40 lb-ft of torque with no further 
movement on the "loosened" nuts.

I have heard of a high frequency nut-only electronic heating device, but a) I 
don't have one, b) I don't know anyone who does, c) most of the nuts are in a 
location that might preclude the use of such a device anyway.  It's amazing in 
that it heats the bolt to red-hot without heating the stud.  Of course, you 
must work quickly before too much head is transferred from the nut to the stud.

Any suggestions out there would be greatly appreciated.

Ross Aldrich

> Date: Sat, 12 Sep 2009 07:10:47 -0700
> From: lah...@yahoo.com
> Subject: Re: KR> Corvair Head Studs
> To: kr...@mylist.net
>
> Sorry if I mis-spoke, I am talking about the studs that hold the heads to the 
> block I believe.
> Larry H.
>
>
>
>
> 
> From: Larry H. 
> To: KRnet 
> Sent: Saturday, September 12, 2009 8:59:15 AM
> Subject: Re: KR> Corvair Head Studs
>
> William says not to remove them. Do you need to remove them?
> Larry H.
>
>
>
>
> ________
> From: Ross Aldrich 
> To: kr...@mylist.net
> Sent: Saturday, September 12, 2009 8:45:37 AM
> Subject: KR> Corvair Head Studs
>
>
> I am having one heck of a time trying to remove Corvair head studs without 
> ruining them. Anybody have any experience with this problem? Any suggestions?
> Ross Aldrich
> ___
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> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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KR> Corvair Head Studs

[Mark Wegmet]

Ross Aldrich wrote...

Subject: RE: KR> Corvair Head Studs


No, I was the buffoon here.  I meant to say, "the head stud NUTS" rather the
the head studs themselves.  ...


[Mark] If you are planning on abusing the nuts like that, you may as well
get a "nut breaker" and remove them that way. I don't know what else to call
the tool, but it kind of looks like a heavy duty micrometer with a blade on
the moveable side and a heavy 'anvil' on the other. You simply straddle the
nut with it, tighten until the nut splits, and you're done.

You would want to get new nuts anyway.

Mark W.
N952MW

KR> Corvair Head Studs

[Ross Aldrich]

No, I was the buffoon here.  I meant to say, "the head stud NUTS" rather the 
the head studs themselves.  I don't know what kind of trouble I would get into 
if I were to strain or break a stud, but I have a hunch I don't want to find 
out.

What I've done so far is to break the nuts loose - that is just barely turn 
them - and then tried to back them off.  I could only turn them a few degrees 
before the torque wrench read 40 lb-ft - the maximum that William suggests.  

I had previously soaked the tips of the studs and the nuts in two different 
kinds of penetrating rust solvent.  In addition, I had Q-tipped nitric acid 
along the annular ring between the stud and nut threads.  HNO3 reacts with 
("dissolves") rust.  So far I still pull 40 lb-ft of torque with no further 
movement on the "loosened" nuts.

I have heard of a high frequency nut-only electronic heating device, but a) I 
don't have one, b) I don't know anyone who does, c) most of the nuts are in a 
location that might preclude the use of such a device anyway.  It's amazing in 
that it heats the bolt to red-hot without heating the stud.  Of course, you 
must work quickly before too much head is transferred from the nut to the stud.

Any suggestions out there would be greatly appreciated.

Ross Aldrich

> Date: Sat, 12 Sep 2009 07:10:47 -0700
> From: lah...@yahoo.com
> Subject: Re: KR> Corvair Head Studs
> To: kr...@mylist.net
>
> Sorry if I mis-spoke, I am talking about the studs that hold the heads to the 
> block I believe.
> Larry H.
>
>
>
>
> 
> From: Larry H. 
> To: KRnet 
> Sent: Saturday, September 12, 2009 8:59:15 AM
> Subject: Re: KR> Corvair Head Studs
>
> William says not to remove them. Do you need to remove them?
> Larry H.
>
>
>
>
> ________
> From: Ross Aldrich 
> To: kr...@mylist.net
> Sent: Saturday, September 12, 2009 8:45:37 AM
> Subject: KR> Corvair Head Studs
>
>
> I am having one heck of a time trying to remove Corvair head studs without 
> ruining them. Anybody have any experience with this problem? Any suggestions?
> Ross Aldrich
> ___
> 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
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KR> Corvair Head Studs

[Larry H.]

Sorry if I mis-spoke, I am talking about the studs that hold the heads to the 
block I believe.
Larry H.





From: Larry H. <lah...@yahoo.com>
To: KRnet <kr...@mylist.net>
Sent: Saturday, September 12, 2009 8:59:15 AM
Subject: Re: KR> Corvair Head Studs

William says not to remove them. Do you need to remove them?
Larry H.





From: Ross Aldrich <rra_...@hotmail.com>
To: kr...@mylist.net
Sent: Saturday, September 12, 2009 8:45:37 AM
Subject: KR> Corvair Head Studs


I am having one heck of a time trying to remove Corvair head studs without 
ruining them.  Anybody have any experience with this problem?  Any suggestions?
Ross Aldrich
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KR> Corvair Head Studs

[Larry H.]

William says not to remove them. Do you need to remove them?
Larry H.





From: Ross Aldrich <rra_...@hotmail.com>
To: kr...@mylist.net
Sent: Saturday, September 12, 2009 8:45:37 AM
Subject: KR> Corvair Head Studs


I am having one heck of a time trying to remove Corvair head studs without 
ruining them.  Anybody have any experience with this problem?  Any suggestions?
Ross Aldrich
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KR> Corvair Head Studs

[Ross Aldrich]

I am having one heck of a time trying to remove Corvair head studs without 
ruining them.  Anybody have any experience with this problem?  Any suggestions?
Ross Aldrich

KR> Corvair- Barnstormers

[Mark Langford]

That link is obviously http://www.maddyhome.com/corvairsrch/index.jsp

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

KR> Corvair- Barnstormers

[Mark Langford]

Phil Matheson wrote:

> CORVAIR 110HP W/RINKER REDRIVE . FOR SALE . Engine with 55 hrs flight 
> time.

Yes, and the harmonic balancer key sheared at 40 something hours.  That 
engine has a bit of a checkered history, with this owner only having flown 
it a few hours, if at all.  Visit the CorvAircraft archive at 
tp://www.maddyhome.com/corvairsrch/index.jsp  for more on that, especially 
the last couple of days.  Search for Rinker as the keyword.  The history on 
that engine goes back a few years, and it is one of the few (if not the 
only) Rinker that's flown at all.  Most Corvair folks would agree that it's 
not a recommended configuration for Corvair power.  That's not to say that 
it might not be a fine engine with the redrive removed, but how feasible 
that is would depend on modifications that have been done to crank and case.

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

KR> Corvair- Barnstormers

[Phillip Matheson]

CORVAIR 110HP W/RINKER REDRIVE . FOR SALE . Engine with 55 hrs flight time. 
Includes nearly everything firewall forward. Call for details. . Contact Ray 
E. Bender, Owner - located Kalona, IA USA . Telephone: 319 656 3466 . 319 
656 3813 . Posted September 7, 2009 . Show all Ads posted by this 
Advertiser . Recommend This Ad to a Friend . Email Advertiser . Save to 
Watchlist . Report This Ad



Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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KR> Corvair Exhaust Manifold

[Pshows]

Tom;
  My name is Pat Shows and I would like about 2' of the T bar if you still 
have it.  Let me know how much and address and I will send you a check.
IHS
PatS
Seminary, MS
- Original Message - 
From: "thomas brady" <brady...@hotmail.com>
To: "kr2s mail list" <kr...@mylist.net>
Sent: Sunday, January 25, 2009 6:40 PM
Subject: KR> Corvair Exhaust Manifold



I would like to know everyone's opinion between using the stock exhaust 
manifold or a custom one. On another note I was able to order the 6061 Tee 
Bar and I will have extra to sell.

Tom Brady
http://www.freewebs.com/tbradyskr-2s/

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KR> Corvair Exhaust Manifold

[thomas brady]

I would like to know everyone's opinion between using the stock exhaust 
manifold or a custom one. On another note I was able to order the 6061 Tee Bar 
and I will have extra to sell. 

Tom Brady
http://www.freewebs.com/tbradyskr-2s/

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KR> Corvair failed cam update.

[Mark Jones]

>Mark - do you have an update on your cam failure,
>Rick Human

The first part of the saga can be read at 
http://www.flykr2s.com/failedcam.html . As of right now, my engine is in 
three different parts of the country and I am basically waiting on a 
crankshaft to proceed with the rebuild. Under close inspection of the 
crankshaft which was being used when the cam gear failed, we found, using a 
high power magnifying glass, that the crankshaft with the gear installed had 
been cleaned with shot blasting prior to being turned to .020. Blasting a 
crankshaft and gear for cleaning purposes is acceptable if the correct media 
such as walnut shell is used. Media, for those who don't know, is the 
material which is being thrown against an object for cleaning and peening 
purposes. Steel shot is not a media which you would want to use for cleaning 
a gear. Steel shot does not have a smooth round surface but is a very tiny 
piece of metal with ridges and flat sides and not uniform at all. Under a 
magnifying glass you can easily see the shape of steel shot. This is a very 
abrasive media and upon being blasted on the crank gear, it left the surface 
on all of the teeth very damaged. There were pits and ridges on every tooth 
of the gear which could not be seen with the naked eye. In essence, the 
crank gear was turned into one big rotating file and it took only 4.5 hours 
for the steel crank gear to wear the aluminum cam gear down to failure. 
Considering the cost of a rebuild on an engine, I would say that was a very 
expensive 4.5 hours of flight. An inspection of a used gear of any kind 
should be done prior to it's use. A high powered magnifying glass should be 
part of everyone's tool box. This was yet another learning curve for me and 
an expensive one. Had I known this before the rebuild, I am sure I would be 
flying around enjoying the Wisconsin snow scenery especially on a blue sky 
day like today. I sure hope to be in the air soon as I do love winter 
flying.



Mark Jones (N886MJ)
Stevens Point, WI

KR> Corvair update

[rahu...@peoplepc.com]

Mark - do you have an update on your cam failure, haven't seen anything 
since early November.
Inquiring minds want to know! :-)

Rick Human
N202RH
Houston, Texas 

KR> corvair fuel choices

[Mark Langford]

John Skorczewski wrote:

> I sent this question before but believe it bounced. Can you use mo-gas and 
> 100LL interchangeably in a corsair engine without having to change the 
> carburetor set-up? Say you have a tank of mo-gas in your plane and go on a 
> x-country trip. Of coarse when you refuel, it will be with 100LL. Can this 
> be do this or does the carburetor jets need to be changed depending on the 
> type of fuel used?<

Not a problem at all.  I run 93 octane auto fuel all the time, except when 
I'm on cross-countrys and have to buy avgas.  The only perceptible change is 
that I can lean the avgas out further at altitude and achieve smooth running 
at a lower fuel burn rate.  And of course, the avgas is less susceptible to 
vapor locking.  My autofuel doesn't have alcohol in it, but since YOU 
control the mixture, even that shouldn't be a problem at anything over idle 
speed.  I've flown with 10% or so ethanol (but now you're even MORE 
susceptible to vapor lock) and couldn't tell the difference at idle either, 
but then I don't spend a lot of time idling my engine.  Ethanol has been 
known to cause other problems with fuel systems such as dissolving rubber 
parts, but one would hope the carb manufacturers would have that figured out 
after 30 years of use.  I know a guy that has an Ellison carb diaphragm 
that's been soaking in pure ethanol for something like five years now, with 
no ill effects, so even that doesn't worry me...

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

KR> corvair fuel choices

[John Skorczewski]

I sent this question before but believe it bounced. Can you use mo-gas and 
100LL interchangeably in a corsair engine without having to change the 
carburetor set-up? Say you have a tank of mo-gas in your plane and go on a 
x-country trip. Of coarse when you refuel, it will be with 100LL. Can this be 
do this or does the carburetor jets need to be changed depending on the type of 
fuel used? Dr John Skorczewski, Major, CAP Deputy Commander Group 1Squadron 
Commander IL-3381325 Jefferson Dr. Nashville, IL 62263 618-327-4348 (work) 
618-327-4264 (home) 314-374-4569 (cell) 353156 REDFOX 168
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KR> Corvair Engines

[Mark Langford]

Larry H. wrote:

> How many hours do you have on the new bearing and engine now Mark

42.3 hours of very smooth operation.  Oil pressure is exactly the same as 
first time I ran it (39.5 psi at cruise), so I suspect it's running well.  I 
plan to pull the bearing/cover off at 100 hours just to see how things are 
going, but I don't expect to find anything but smooth surfaces.

Somebody at Corvair College asked what kind of fuel consumption I get at 75% 
power, and I couldn't really answer it since I don't usually run it wide 
open at cruise, so I did that test on the way home.  At 7400' wide open, I 
was burning 5.1 gph turning 3350 rpm and getting 171 mph true airspeed, 
which translates to 33 mpg.  I usually fly higher than that and throttled 
back to about 3050 rpm, so on the way over I was at 11,500' getting 48 mpg 
at about 150 mph TAS.  I was also in the middle of recalibrating my fuel 
system (having replaced the fuel flow sensor along with the front bearing 
engine swap), and did the final "balance" after landing.  It's now accurate 
to within .2 percent, which is as close as the calibration procedure allows 
adjustment for...close enough for KR work...

Mark Langford, Huntsville, AL
website:  www.n5...@hiwaay.net
email:  N56ML at hiwaay.net

KR> Corvair Engines

[Mark Langford]

I forgot to finish the last sentence of what I wrote. I was in the middle of 
pasting in the link to my Corvair page and decided to move it up into the 
first paragraph, and forgot to delete this sentence fragment, so you didn't 
miss anything.  But something I do want to mention is that if you're serious 
about putting a Corvair engine on an airplane, you need to join the 
CorvAircraft email list.  It's run by a real jerk of a dictator (me), so if 
you can deal with the way KRnet works, you'll do fine with the CorvAircraft 
list.  To subscribe, send an email to corvaircraft-j...@mylist.net and 
respond to the confirmation email.  As with KRnet, if you want to fold all 
of the email into one email per day (called the "digest"), you can choose 
that option once you log in using the link and password provided with the 
"welcome" email.  The list has about 600 guys building and flying Corvair 
engines, and some of them are pretty sharp machinists and engineers.

After my second crank break, I was starting to have reservations about the 
Corvair, but with the fifth bearing on the engine, and seeing the difference 
it makes with vibration level during climbs and turns, I'm feeling a lot 
more confident about it.

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

KR> Corvair Engines

[Mark Langford]

Neal Hornung wrote:

>I happened to see an ad in an advertisers newspaper at work for 2 corvair 
>engines and wanted to pass the information along to those who might be 
>interested.

For anybody wanting to get into Corvair power, be aware that not just any 
Corvair engine will do.  You don't want anything before a 1964, preferably 
1965 or later, and either a 110hp or 95hp, nothing higher.  There's some 
more info on this at http://home.hiwaay.net/~langford/corvair/donors.html , 
including exact engine codes and a link to a site where you can see what 
head numbers are acceptable and which ones aren't.  I'd check and make sure 
the prospective engine is one of these engines with the correct heads, 
although I could argue that for $75 for the pair, you can't possibly go 
wrong in terms of stuff like pushrod tubes and other small parts, regardless 
of where it has the right heads.

And you really need to buy William Wynne's Corvair Conversion Manual before 
you get started (http://www.flycorvair.com/manual.html ).  More than one 
person has started out by buying the wrong engine.  The early ones are short 
stroke cranks, so you're leaving power on the table for the same weight 
penalty.  There's some more on this at

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

KR> Corvair Engines

[Neal Hornung]

I happened to see an ad in an advertisers newspaper at work for 2 corvair 
engines and wanted to pass the information along to those who might be 
interested.  The ad stated;  2 corvair engines, stored inside, one complete 
with automatic transmission.  The other is missing the carburetor.  Both for 
$75.00.  The phone number given is 419-634-0173.  This is a northwest Ohio 
phone number around the town of Ada, Ohio.  If any are interested it is on the 
map about 14 miles east of Lima, Ohio where I live.  

If any of you are interested you can try to call the number.  If you have no 
luck and want me to try let me know off line at my E-mail address: 
lt1corve...@earthlink.net.  I don't have any information as to the numbers but 
perhaps if they're still available the owner can provide that info.  If they 
are still available and you need a go-between to pick them up and store them I 
would do that too until whomever buys them could get them.  I have a hangar at 
Allen County Airport that I could put them in  and they'd keep company with my 
KR2 that's under construction.  

Regards,
Neal Hornung
lt1corve...@earthlink.net
EarthLink Revolves Around You.

KR> Corvair College

[da...@alltel.net]

Only if I get if finished and installed on the plane. For now, it is just a 
side project. I think, for the most part, it is a pretty neat engine. The VW 
does have some things that are a lot better, like the accessory case, but I 
think with the fifth bearing options, it is now a viable option for an airplane 
engine. In fact, I think that the WW and Roy bearings are better than anything 
on a VW.

 "jg7...@mindspring.com"  wrote:

=



>
>
> Dan Heath wrote
>
> Next to the KR Gathering, this was the best week end that I can remember.
> Thanks to all the Vair people, WW and his wife, and Ed Fisher for a
terrific
> time.
>
> Dan,
Does this mean we have a Corvair convert on our hands?
Joh


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