From: To: Subject: krnet Digest 26 Aug 2002 21:31:12 -0000 Issue 505 Date: Monday, August 26, 2002 2:32 PM krnet Digest 26 Aug 2002 21:31:12 -0000 Issue 505 Topics (messages 12253 through 12270): Re: The Death of a Dream 12253 by: Patrick Driscoll stub wing update 12254 by: Tim Brown The Death of a Dream - TIME OUT! 12255 by: BSHADR Jim Faughn's 30 Year KR presentation from Oshkosh 2002 12256 by: Bob Lee 12269 by: Bob Lee KR Around the world flight! 12257 by: Ross Youngblood HELP Please - Secondary Ignition 12258 by: Stephen P. Glover Oil leaks 12259 by: Kenneth L Wiltrout 12260 by: Donald Reid 12262 by: bstarrs 12270 by: Phillip Matheson Most powerful VW powered KR2 12261 by: van Rooyen, Hennie(SF02) 12264 by: dwalker460.comcast.net 12265 by: van Rooyen, Hennie(SF02) 12266 by: Deems Herring 12267 by: Mark Langford 12268 by: Jerry Mahurin Re: KR/Corvair website up and running again 12263 by: Rick Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Sat, 24 Aug 2002 14:22:58 -0500 To: "Mr. Bryce Guenther" , "\"Kobus de Wet\"" , , "\"Liezl LaidLaw\"" , "\"Carine&Martijn\"" From: "Patrick Driscoll" Subject: Re: KR> The Death of a Dream Message-ID: <000c01c24ba3$aa12b3a0$83db6843@oemcomputer> Bryce, This is no place for politics or religion. If you have no more intelligence than what you exhibit then god help anyone near any aircraft you build. Pat Driscoll ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Date: Sat, 24 Aug 2002 12:27:40 -0700 (PDT) To: Group KR NET From: Tim Brown Subject: stub wing update Message-ID: <20020824192740.7038.qmail@web9506.mail.yahoo.com> I have been working this month on the underside of my stub wings and have made nice progress. I found the spray foam others have used unsatisfactory, but I assume it was me and how I used it inasmuch as others seem to use it with no trouble. I just went with the urethane foam used everywhere else. I am working on the passenger side now and should be done this weekend. Two driving trips (one late July and one just ending yesterday) from So. Calif to Cincinnati kind of cut into my KR time. You know it's only a 42 hour drive from here to there? Just a mere 3 days. You can see my progress at: http://www.geocities.com/timwbrown/stubwing.html __________________________________________________ Do You Yahoo!? Yahoo! Finance - Get real-time stock quotes http://finance.yahoo.com ------------------------------ Date: Sat, 24 Aug 2002 12:40:51 -0700 To: From: "BSHADR" Subject: The Death of a Dream - TIME OUT! Message-ID: <005101c24ba6$27abf3b0$d7e47e18@RMS> ------=_NextPart_000_004E_01C24B6B.7B2D1090 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Folks: I've see the future. If you folks wish to debate such non-aviation = topics, kindly find another forum. This is an airplane only sandbox. = Play nice or I get to play Dr. Unsubscribe... Mom South Soviet Monica, CA ------=_NextPart_000_004E_01C24B6B.7B2D1090-- ------------------------------ Date: Sat, 24 Aug 2002 20:42:08 -0400 To: "KRnet \(E-mail\)" From: "Bob Lee" Subject: Jim Faughn's 30 Year KR presentation from Oshkosh 2002 Message-ID: <000001c24bd0$3ecbce60$040c0b0a@cheryl> Nethaeds, For those of you that were not able to make it to Oshkosh this year, you can now see what was experienced at the KR forum. Jim Faughn's presentation is now available at http://flyboybob.com/oshkosh2002/oshkosh_2002_kr_forum.htm. It's a big file but worth the time to download. Regards, Bob Lee _____________________________________ e-mail: mailto:bob@flyboybob.com web site: http://flyboybob.com ------------------------------ Date: Mon, 26 Aug 2002 13:00:56 -0400 To: "KRnet \(E-mail\)" From: "Bob Lee" Subject: KR> Jim Faughn's 30 Year KR presentation from Oshkosh 2002 Message-ID: <000b01c24d22$25a7dca0$040c0b0a@cheryl> Netheads, It is amazing how popular Jim Faughn is! His forum from this year's Oshkosh has produced some amazing results: In the past year my web site has averaged: 13,000 hits / month 350 Mb / month On Saturday and Sunday August 24, 25 it was: 8,851 hits (yes that's 68% of an average month's hits in two days) 936 Mb (yes that's 267% of an average month's bandwidth in two days) Some of you may have experienced http error 408/409 from time to time over the past couple of days. This is a result of the "bad boy" detection software at the ISP noticing that my web site was consuming the server resources at what they call an excessive rate. I'm sorry for any inconvenience that might have been caused by this throttling of connections to the server. The information is there and available, we just can't all grab it at the same time. I have converted the presentation file (88Mb) to a password protected file to make sure folks don't download it by mistake. Anyone that needs the presentation can contact me off-net for the password. Regards, Bob Lee _____________________________________ e-mail: mailto:bob@flyboybob.com web site: http://flyboybob.com ------------------------------ Date: Sun, 25 Aug 2002 01:35:49 -0700 To: krnet@mailinglists.org From: Ross Youngblood Subject: KR Around the world flight! Message-Id: <73QOUSQXU5YBOKVRAEAD097LHAK.3d6896e5@cx239334-a> I leave the 'net for about 18 months, return to find out a KR is doing an around the world trip! WOW! www.alagem.com/subsite/wt/ Tought of the day: "The GPS says we are 3301 miles from home, but have flown some 5428 miles to get here in 49.50 hours averaging 112 mph with a max speed so far of 174 mph. For those of you in 'meter land' that is 5312 kms from Oxford airport, have flown 8735 kms to get here at an average of 180 kph and our max speed so far of 280 kph."Ross Youngblood http://N541RY.com mailto:rossy65@attbi.com (Home) mailto:ross_youngblood@credence.com (Work) ------------------------------ Date: Sun, 25 Aug 2002 09:39:07 -0700 To: From: "Stephen P. Glover" Subject: HELP Please - Secondary Ignition Message-ID: <002001c24c55$ee6235a0$c18afea9@IntelliSpec> ------=_NextPart_000_001D_01C24C1B.41DD3800 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello all, I have a Great Plains secondary ignition I am attempting to install. I = read in the GP engine manual that there should be a resistor installed = near the ignition switch. I don't have the installation instructions, = could someone please tell me what size of resistor I need and where it = goes? I have no idea when it comes to the electronic stuff. I would = like to have the engine rnning today if possible and Steve is not in to = ask today. Thanks to all who helped with my Carb heat question. =20 Hoping to make Red Oak.... Steve Glover Rancho Santa Margarita, Ca n925sg@earthlink.net ------=_NextPart_000_001D_01C24C1B.41DD3800-- ------------------------------ Date: Sun, 25 Aug 2002 15:24:52 -0400 To: krnet@mailinglists.org From: Kenneth L Wiltrout Subject: Oil leaks Message-ID: <20020825.152452.-455825.0.klw1953@juno.com> Just wondering how many of you guys after flying for an hour or so are constantly bothered by these darn pesky little oil leaks that find their way on to the under side of the aircraft etc. I must have had the cowling off at least 5 or 6 times since May. I installed new push rod tubes ( the expensive spring loaded variety ) with silicone seals, replaced oil hoses that were original, new valve cover gaskets, etc. 2 wks ago after I did the push rod tubes, ran the motor till it was hot, checked for leaks and there were none at that time. Today I flew to Penn Valley Airport, climbed to 4.5 and on the return up to 5.5, the total flight was 1.2 hrs----------and guess what, oil had streaked along the bottom again. It's not a lot of oil, just enough to make a mess. Just wondering if I'm to fussy or what. Thanks---------6399U-----Kenny ________________________________________________________________ GET INTERNET ACCESS FROM JUNO! Juno offers FREE or PREMIUM Internet access for less! Join Juno today! For your FREE software, visit: http://dl.www.juno.com/get/web/. ------------------------------ Date: Sun, 25 Aug 2002 15:57:05 -0400 To: krnet@mailinglists.org From: Donald Reid Subject: Re: KR> Oil leaks Message-Id: <5.0.2.1.0.20020825155404.00a2fd30@pop.erols.com> --=====================_13713789==_.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed At 03:24 PM 8/25/2002 -0400, Kenneth L Wiltrout wrote: >Just wondering how many of you guys after flying for an hour or so are >constantly bothered by these darn pesky little oil leaks that find their >way on to the under side of the aircraft etc. I ... Do you have a crankcase vent? Do you have an oil separator on your crankcase vent? If you don't have a vent, the cylinder blowby will pressurize the crankcase and it will leak out the smallest holes. If you don't have a oil separator on the vent line, it could be coming out of the vent line. Don Reid mailto:donreid@erols.com Bumpass, Va Visit my web sites at: KR2XL construction: http://users.erols.com/donreid/kr_page.htm Aviation Surplus: http://users.erols.com/donreid/Airparts.htm EAA Chapter 231: http://eaa231.org Ultralights: http://usua250.org VA EAA State Fly-in: http://vaeaa.org --=====================_13713789==_.ALT-- ------------------------------ Date: Sun, 25 Aug 2002 20:09:46 -0700 To: , "Kenneth L Wiltrout" From: "bstarrs" Subject: Re: KR> Oil leaks Message-ID: <010a01c24cae$08e5e5e0$9200a8c0@bstarrs> sometimes having a little less oil helps.A little less then "full" ----- Original Message ----- From: "Kenneth L Wiltrout" To: Sent: Sunday, August 25, 2002 12:24 PM Subject: KR> Oil leaks > Just wondering how many of you guys after flying for an hour or so are > constantly bothered by these darn pesky little oil leaks that find their > way on to the under side of the aircraft etc. I must have had the cowling > off at least 5 or 6 times since May. I installed new push rod tubes ( the > expensive spring loaded variety ) with silicone seals, replaced oil hoses > that were original, new valve cover gaskets, etc. 2 wks ago after I did > the push rod tubes, ran the motor till it was hot, checked for leaks and > there were none at that time. Today I flew to Penn Valley Airport, > climbed to 4.5 and on the return up to 5.5, the total flight was 1.2 > hrs----------and guess what, oil had streaked along the bottom again. > It's not a lot of oil, just enough to make a mess. Just wondering if I'm > to fussy or what. Thanks---------6399U-----Kenny > > ________________________________________________________________ > GET INTERNET ACCESS FROM JUNO! > Juno offers FREE or PREMIUM Internet access for less! > Join Juno today! For your FREE software, visit: > http://dl.www.juno.com/get/web/. > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > ------------------------------ Date: Tue, 27 Aug 2002 07:34:04 +1000 To: From: "Phillip Matheson" Subject: Re: KR> Oil leaks Message-ID: <002801c24d48$4e3e8760$6d97dccb@Matheson> Also, check that the crankcase is not cracked, they seem to crack near the cylinder studs where they enter the crankcase. Phil Matheson matheson@dodo.com.au 61 3 58833588 See our engines at: http://www.vw-engines.com/ ----- Original Message ----- From: "Donald Reid" To: Sent: 26 August 2002 05:57 Subject: Re: KR> Oil leaks > At 03:24 PM 8/25/2002 -0400, Kenneth L Wiltrout wrote: > >Just wondering how many of you guys after flying for an hour or so are > >constantly bothered by these darn pesky little oil leaks that find their > >way on to the under side of the aircraft etc. I ... > > Do you have a crankcase vent? Do you have an oil separator on your > crankcase vent? > > If you don't have a vent, the cylinder blowby will pressurize the crankcase > and it will leak out the smallest holes. If you don't have a oil separator > on the vent line, it could be coming out of the vent line. > > > > > > > Don Reid mailto:donreid@erols.com > Bumpass, Va > > Visit my web sites at: > KR2XL construction: http://users.erols.com/donreid/kr_page.htm > Aviation Surplus: http://users.erols.com/donreid/Airparts.htm > EAA Chapter 231: http://eaa231.org > Ultralights: http://usua250.org > VA EAA State Fly-in: http://vaeaa.org ------------------------------ Date: Sun, 25 Aug 2002 21:30:14 -0500 To: "'krnet@mailinglists.org'" From: "van Rooyen, Hennie(SF02)" Subject: Most powerful VW powered KR2 Hi everyone, Please don't shoot me - I'm NOT going back on my word. I'm purely gathering information as I have an important decision to make. After numerous enquiries, I've come to realize that in South Africa, a two stroke aircraft engine and gearbox in the 80Hp plus range would cost me MORE than at LEAST five times all other money invested to complete my whole aircraft, upholstery, paint and everything else included except for the engine. If I'm wrong, would someone please care to help me right. For instance, a normal new 53Hp Rotax 503 engine and gearbox would cost nearly twice my total airframe cost. I just think that I could do a lot better with the same or even less amount of money. Would any of you therefore please care to help me with the following info (if I have to go for a heavier engine, I want max HP gain at the lowest weight penalty): 1. What is the largest and most powerful home modified air cooled VW engine flying in a KR2? 2. What would such a beast roughly weigh without electrics, flywheel and starter? 3. Is there a significant performance gain in using an reduction drive? 4. If so, is there any good info available on building such an reliable unit? 5. What VW casing is needed to build such a beast? I've seen sites where they claim to get 200 reliable Hp out of an air cooled VW engine for aircraft use. Is this true? Obviously they would not share the info on how to achieve this. I DO realize that the Corvair engine would be a better option. But looking at my friend Danny advertising that he wanted an Corvair engine only to be able to find the smaller 80Hp version clearly shows me that this way is not really an option in South Africa, at least not for me. Also, any parts would be extremely expensive as even an gasket set would have to be imported. Any help in this regard would be very much appreciated. My project is of such a nature that I could go both ways, two or four stroke and if I can find an affordable bigger two stroke Hirth or similar engine in future, I could and would certainly do an engine exchange. In my case, only minor modifications would have to be made to get the cg back in the proper location. It would also be quite interesting as I could then provide an exact and true comparison on a two stroke versus four stroke engine on the exact same airframe which would be rather interesting so say the least. I would never for one moment consider not aiming four a two stroke engine in my final project as this was and still is the main drive behind all my modifications. Therefore I have not changed my opinion in the least about the two stroke engines, but I want to be in the air by end this year or early next year and I'll sacrifice my idea temporally in order to be able to do so. I now have the finances to at least complete my project if I go for the VW or similar engine and that means logging some actual flying hours instead of merely dreaming about it. I haven't had a microlight for some time now and I really miss being in the air where I belong! I do not intend to change any other part of my project as the above decision would purely be financially driven. I could still go ahead and install my Cuyuna engine, but I think I'll end up being on the very limit of the lowest Hp required to carry two persons into the air at our close to 5 000ft altitude and hot summer weather. Also, the new airfoil requires a 100 mph climb out speed which would be hard to maintain with this engine. I believe (and this is from a reliable source), that in South Africa, a KR2 with a 2litre VW engine with two aboard has a climb rate of only 150 fpm under the above conditions and that it is real hairy in down draft conditions at certain times with two big adults aboard - that's NOT for me! I have considered a two stroke outboard boat engine, but the modifications to make this work safely and operating at acceptable temperatures would be a project on it's own pushing my completion date out by quite some time. I could always do this on a test stand whilst happily flying my project in the mean time, which might be exactly what I'll end up doing. Looking very much forward to any information related to the above. Regards, Hennie van Rooyen South Africa ------------------------------ Date: Mon, 26 Aug 2002 00:28:27 -0500 To: krnet@mailinglists.org From: dwalker460@comcast.net Subject: KR> Most powerful VW powered KR2 Message-id: <002a01c24cc1$680ce5b0$186c3444@cc2360440a> --Boundary_(ID_Rvw4f9PLd6gBiBObfLJpFw) Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT The Revmaster 2185 seems to work well..and ia a ready to go unit..no idea on the wieght but im sure they could tell you. As to some of your questions... 1) I wouldnt personally recomend over 2185 as the cylinder walls start to get thin even on the afetermarket ones..tho i think Pauter or one of the other big-bore VW ppl might know more than i on the subject..There have in recent times been some 3.0 litre type 1 motors built for drag and sand racing cars..and these are likely as expensive as an aircraft motor..altho i am sure they could be made to work. 2)I have no idea as to the wieght but i spose i could wiegh the one i have at the shop tomorrow 3) Yes a reduction drive CAN help if thats where your engine makes its power 4) Again better to buy a unit than to build..Great Planes i think has a nifty belt driven unit- and i think a gear driven one as well 5) The standard AS41 "supercase" will be more than adequate..but the units i have seen done for aircraft seem poorlyprepared..with little de-stressing/de-burring and internal flow/polishing work done...which btw is why i think A/C VWs tend to crack and have other problems..I also havent seen piston squirters installed..boatailed mains..or other preparations key to making even low-stress engine last...seems most ppl are happy to simply use a new fresh case and let it go at that. other things i recommend that may not be "common" practise but is certainly worthwhile is 1)ceramic coating the piston tops...dry film lubricant coating on the outside skirt, and oil-shed coating on the inside skirt..Also worthwhile to have the cylinders coated with a thermal shed coating to improve cooling..etc..There are a few reputable comapnies here in the States that can accomplish this for a reasonable cost 2)full-flow oiling- most homebuilt A/C VWs i have seen use a type IV cooler and the remote oil filter assembly from Revmaster. That is a good unit but i would recomend a remote cooler and filter assembly,, with appropriate ducting to provide adequte oil cooling 3)Turbocharging is a very viable alternative for you to increase power in your elevation/temperature range. A properly done turbocharger with intercooler setup will dramatically increase engine performance...this is of course with the provision you can aquire appropriate fuel 4)While likely not in your price range at present..modern electronic fuel injectionis a wonderful alternative to a carburetor. It can ad a large margin of safety and economy to your flying..tho it reguires a carefully maintained electrical system.The weight penalty of a back-up battery(one suffiecient to power only the fuel pump and computer for a short time) might not be such a bad trade off Hope this helps a little Don Walker dwalker460@comcast.net --Boundary_(ID_Rvw4f9PLd6gBiBObfLJpFw)-- ------------------------------ Date: Mon, 26 Aug 2002 01:16:20 -0500 To: "'krnet@mailinglists.org'" From: "van Rooyen, Hennie(SF02)" Subject: FW: KR> Most powerful VW powered KR2 Hi Don, Thank you for your valuable information. We are stuck with the type IV type blocks only in South Africa which is a good thing in this regard. Would it be possible to use a 2 litre type IV block as a basis for a bigger engine? I vaguely remember reading something a long time ago that another engine's (I think it might have been Chevy or something) sleeves and pistons may be used to increase engine capacity on the VW. Would a roller bearing crank perhaps help in such an application? The problem about buying or importing ANYTHING from your country is that it would cost me more than ten times the original price, hence the info required on the reduction drive. My friend has both a 2 litre type IV aircraft converted partial engine or a 80 Hp Corvair partial engine for sale - He had to buy three Corvair engines in order to get them. Which one would be a better starting point for a much tweaked higher performance engine in your opinion? I DO apologize for so many questions, but I never intended to go either the VW or Corvair route and if I do, I want maximum Hp for minimum weight and not too much expense (within reason, I realize these modifications would cost me, but I'm sure nothing even remotely close to the price of a new two stroke engine). Also, I would definitely not include a starter, flywheel or electrics as this will save me quite some weight until I can replace it with a two stroke engine. I'll use Serge's idea for the ignition system once he supplies the detail as promised. Regards, Hennie van Rooyen South Africa "The Revmaster 2185 seems to work well..and ia a ready to go unit..no idea on the wieght but im sure they could tell you. As to some of your questions..." ------------------------------ Date: Mon, 26 Aug 2002 02:53:52 -0500 To: From: "Deems Herring" Subject: Re: KR> Most powerful VW powered KR2 Message-ID: <000501c24cd5$b9040a70$bd02a8c0@deems> You can get 70 to 80 Hp reliably from a type 1 and you can get an assemble it yourself unit from someone like aero conversions http://www.aeroconversions.com/ in the U.S. for about $5000 The cheapest of these are front drive but 80 hp is about all you can reliably get from front drive. From there it is a matter of how much money you want to spend for more hp. The Revmaster http://www.revmasteraviation.com/ 2100 turbo engine makes 80 hp but will make 70 hp up to 10,000 ft., to get that kind of horsepower at altitude from a non turbo engine you would need 100 to 120 hp. the Revmaster turbo engine is about $9000 in the U.S. For reliable hp above 80 hp you can figure on doubling your cost for each 25 hp. if you look at Great Planes http://www.greatplainsas.com/index.html for information about reduction drives you will see that to make good use of these you need to start increasing the diameter of the prop and on a plane like the KR you quickly run into ground clearance problems. direct drive type 1 engines will have a fwf installed weight of 180 - 200 lbs. As far as the particulars of engine components and design features needed I could give you a dozen references that contradict each other on cases, cylinders, cylinder heads, oil systems, etc.. The only things I can tell you with certainty is that you can't compromise on the quality of the crankshaft and the more time you spend understanding, designing and installing the cooling system (baffles) the better results you will get. Total airflow over the egine means very little unless it flows over the right parts of the engine in the proper direction. If you are interested in doing some indepth research on this email me directly and I can give you some references that cover everything from stock engines to 1000 hp drag engines. Deems Herring Baudette, Minnesota mailto:ballross@wiktel.com van Rooyen, Hennie(SF02) wrote: > Hi everyone, > > Please don't shoot me - I'm NOT going back on my word. I'm purely > gathering information as I have an important decision to make. ------------------------------ Date: Mon, 26 Aug 2002 08:36:23 -0500 To: From: "Mark Langford" Subject: Re: KR> Most powerful VW powered KR2 Message-ID: <002601c24d05$9fdcd420$5f0ca58c@mlangford> Hennie van Rooyen wrote: > Thank you for your valuable information. We are stuck with the type IV type > blocks only in South Africa which is a good thing in this regard. Would it > be possible to use a 2 litre type IV block as a basis for a bigger engine? See http://home.hiwaay.net/~langford/kvw.html and GPASC at http://www.greatplainsas.com/welcome.html . I think Steve Bennett would tell you to go ahead and bore the Type 4 but use the stock crank rather than an aftermarket one for reliability. That will get you at least 2400cc. If you don't have one, you need to get the GPASC catalog. It will answer all of your questions. Mark Langford, Huntsville, AL mailto:langford@hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Date: Mon, 26 Aug 2002 10:11:23 -0400 To: "'krnet@mailinglists.org'" From: "Jerry Mahurin" Subject: Re: KR> Most powerful VW powered KR2 Message-ID: Hennie, Welcome to the world of 'real airplanes'; not to infer that ultra/microlights are not real airplanes. But they don't fly at 200MPH either (nor do all KRs). From your photos, it looks like you have adapted several microlight construction methods into a higher speed airframe. Of course this is 'experimental' aircraft building. Any time that you make one change to plans, there is a dominoe effect..... one change casues another that causes another that causes another.....etc. >instance, a normal new 53Hp Rotax 503 engine and gearbox >would cost nearly >twice my total airframe cost. I just think that I could >do a lot better with >the same or even less amount of money. A good used Rotax 503 with hours left on it with a gearbox can be had for less than 2K (in the US). >1. What is the largest and most powerful home modified >air cooled VW engine >flying in a KR2? It is not a VW, but there is a turbo prop KR flying around somewhere.... Now that is max power for weight....!!! Your other questions can be better answered by someone more qualified than I. Thas' all, Jerry Mahurin Lugoff, SC http://kr-builder.org http://jerrymahurin.com ------------------------------ Date: Sun, 25 Aug 2002 22:24:01 -0600 To: "'corvaircraft@usm.edu'" , krnet@mailinglists.org From: Rick Subject: RE: KR/Corvair website up and running again Message-ID: <41ED2F1280124E4D8B88691C9A9B5FDE011B95@mail.binoids.com> Hi Bill I definitely bookmarked your site Bill. It has some unique KR building details I have never seen on thwe Web before and... your workmanship and KR-2S is awesome! Rick Hubka http://www.hubka.com/kr_main.htm rick@hubka.com 65 Butler Crescent NW Calgary AB T2L 1K4 Canada -----Original Message----- From: Island Hoppers [mailto:islandhoppers@hotmail.com] Sent: Sunday, August 25, 2002 9:37 PM To: corvaircraft@usm.edu Cc: WTabbert@Hovensa.com Subject: corvaircraft: Web Site ===============================CorvAIRCRAFT=============================== I think I finnally have our wbsite up and running again. There should be a video pop upon entering it of our Corvair running with a Areocarb on it. http://jillenium.members.easyspace.com/kr-2s_page.htm Bill Tabbert _________________________________________________________________ Send and receive Hotmail on your mobile device: http://mobile.msn.com ===============================CorvAIRCRAFT=============================== To unsubscribe send "unsubscribe corvaircraft" to"majordomo@usm.edu" For help send "info corvaircraft" or "help" to "majordomo@usm.edu" ------------------------------ End of krnet Digest ***********************************