subject:"KR>Engines"

KR> engines

2015-02-01 Thread Marty Martin

HAS ANYONE USED A HIRTH 30 ENGINE ON A KR.  I WOULD LIKE TO KNOW THE OUT
COME IF POSSIBLE

M. Greg Martin

KR> engines

2015-01-23 Thread Flesner

At 04:53 AM 1/23/2015, you wrote:
>If I could afford it, I would seriously be considering the UL Power engines,
>but for an economical engine, if your plane can take the weight, a Lycoming
>320 would be great for slightly less weight, get a re-built Cont 0200 if you
>can find one.  I understand that the 320 is the easiest to find because
>there are so many of them.
>++

I consider the Lycombing 0-320 too much engine, weight and power, for 
the KR unless you make considerable modifications.
The 0-200 and Corvair are as big as you need on the KR for a great 
flying airplane.  If you have an 0-320, put it on an RV.

Larry Flesner

KR> Engines and failures

2012-01-02 Thread Mark Jones

>Jeff Scott wrote:
>I do expect for them to have occasional issues, but I don't EVER expect one 
>of them to have a complete failure in flight.

I have been burning holes in the sky since 1976 and have flown behind 
countless different certified engines. Personally, I never had an issue in 
the air where one completely quit except in a Warrior and that was induced 
by me. I was doing severe unusual attitudes and sucked the fuel right out of 
the carb. At least that is what I suspected since when I leveled her out she 
started right back up. I did have an engine in a Cessna 182 crap out on me 
as I was powering up for the take off roll but a new set of plugs fixed 
that. However, I have seen many reports of engine failures in certified 
aircraft including broken cranks which brought the plane down. I am not 
getting into a pissing match here but anything mechanical can and will fail 
sooner or later. There is not a mechanical part made that has a life of 
infinity. You mention things like a spun bearing. Maybe that did not stop 
the engine but it is a failed part. We should hope and expect our engines to 
reach TBO so that we can repair and replace any failed parts found. I do not 
think anyone should get so complacent as to think that their engine will 
never completely fail in flight. If you do feel that way then I suggest the 
NTSB accident reports as some good reading. The Corvair engine is by no 
means a bullet proof engine and may never be. I admit that every time I take 
off I wonder if I will encounter a problem. After all, I have had five 
engine outs with the Corvair and I have been very lucky to make it back to 
an airport every time. When I started flying behind the Corvair I too didn't 
EVER expect to have a complete failure in flight but I did...five times. So, 
is my engine perfect now and will I never have another problem...I doubt it. 
Maybe I should just switch over to an 0-200.

Mark Jones (N886MJ)
Stevens Point, WI
E-mail: flyk...@charter.net
Web: www.flykr2s.com

KR> Engines for sale

2011-12-16 Thread Daniel Root

I have a 1600 HAPI with dual ignition, and a 2100d Revmaster for sale.  The 
revmaster has a turbo, too.  One engine is bolted up to a KR mount, and the 
other has a mount that fits something else.  I have props for both, and at 
least one nose cone.  If someone wants these right away, you could have the 
whole shooting match for 2500.  However, the Revmaster was remanned privately a 
few years ago.  It has NEVER been run, comes with the external oil cooler and 
filter, and an old turbo.  The HAPI has maybe an hour on it, but it has not 
been run for ten years.  You can have the lot as is, but I want to test these 
both.

If I determine the HAPI is ok, I will set a price on it separately in the 
neighborhood of a grand, with mount and a prop

If the Revmaster is ok, expect 2500, and get a prop, kr mount, revflo, and old 
turbo

KR> Engines

2008-11-03 Thread Dave Arbogast, CISSP

Hi Jeff, for $20 on a multi-grand engine, why think about the cost of a 
trip to McNasty (AKA Micky-D)  with the kids ?  IMHO, replace them if 
they are out of spec.
-dave

Jeff Scott wrote:
> The consequence of failing to replace 4 $5.00 guides and leaving in guides 
> that were worn beyond spec was an engine that tends to push oil out the blow 
> by and drool oil onto the ramp. 
>

Stuff happens with all engines. From Mark's description of the wear on the cam
gear, it sounds as if either the cam or crank gear was just a little bit
eccentric which was bound to cause a failure. With no PMA process in place for
something like a Corvair or VW engine, how do you make sure that you are
getting quality parts? Are you engine builders checking your gear runout with
a dial indicator? I probably would not have. It sounds as if there may be a
batch of either cam or crank gears that are not quite true.

FWIW, I have my O-200 apart for some maintenance right now as well. When I
built this engine, I let my machinist talk me out of replacing the exhaust
valve guides. I'll mark that up to his and my learning curve with these
engines. The consequence of failing to replace 4 $5.00 guides and leaving in
guides that were worn beyond spec was an engine that tends to push oil out the
blow by and drool oil onto the ramp. I've had this tear down scheduled for
some time as routine maintenance during this year's annual inspection. When I
pulled the valve cover off #3 cylinder, something fell out of the valve cover
and thumped into the drain pan. I found that sometime in the last 350 hours,
an outside rocker shaft boss had broken off and was laying inside the valve
cover. Fortunately, the center boss is pretty beefy and held the rocker shaft
in place so the failure didn't impact the engine performance.

This is the type of engine problem I love to find. The broken part failed to
impact the engine performance and was found with the plane parked safely in the
hangar. :o) I do expect this engine to be apart for the next month as this
cylinder will have to be sent out for repair.

Jeff Scott
Los Alamos, NM

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