From: krnet-bounces+johnbou=speakeasy.net@mylist.net on behalf of krnet-request@mylist.net Sent: Thursday, November 06, 2003 11:48 AM To: krnet@mylist.net Subject: KRnet Digest, Vol 211, Issue 1 Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Email address change 2. Re: vinyl-ester/ Styrene Suppressant (Phil Matheson) 3. RE: Re: EA-AC43.13 (Ron Freiberger) 4. Re: Aircraft lumber (RICHARD G ALPS) 5. Re: vinyl-ester/ Styrene Suppressant (F Ross) 6. Engine quits 7. Re: Engine quits (Mac McConnell-Wood) 8. Fw: Revmaster oil (Mac McConnell-Wood) 9. Re: Problems with Wicks (Scott Cable) 10. Re: Revmaster oil (Scott Cable) 11. takeoff/rotate technique (Oscar Zuniga) 12. Corvair engine mount (Oscar Zuniga) 13. RE: brake set ups!!!!!!! (Warren Shapcott) 14. Re: Fw: Revmaster oil (VIRGIL N SALISBURY) 15. Re: Fw: Revmaster oil - GPAS engine oil (VIRGIL N SALISBURY) 16. Re: Fw: Revmaster oil - GPAS engine oil (VIRGIL N SALISBURY) 17. Re: Problems with Wicks (VIRGIL N SALISBURY) 18. Re: Revmaster oil (VIRGIL N SALISBURY) 19. FW: radair 360 vhf com (Warren Shapcott) 20. Intercom & headsets for sale 21. Re: Engine quits (Jim Sellars) 22. Nose Gear Strut 23. Re: takeoff/rotate technique ---------------------------------------------------------------------- Date: Wed, 5 Nov 2003 15:43:15 EST From: Goreebethray@aol.com To: krnet@mylist.net Subject: KR>Email address change Message-ID: <145.1bd30dc6.2cdabae3@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 1 My new Enailaddress is raybeth321@wmconnect.com The AOL address will be good until the 15th. Thanks Ray Goree ------------------------------ Date: Thu, 6 Nov 2003 08:03:23 +1100 From: "Phil Matheson" To: "KR builders and pilots" Subject: Re: KR> vinyl-ester/ Styrene Suppressant Message-ID: <001b01c3a3e0$5288e190$7597dccb@Office> References: <20031105180222.3720.qmail@web40902.mail.yahoo.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Hi Phil, By now you've probably realized that Bill was referring to the amount of styrene suppressant to add, not hardener. __________________________________ Bill & Frank Now you have my attention. Sorry Bill for my misunderstanding if the Hardener % Frank or Bill What is Styrene Suppressant ??? Phil Matheson matheson@dodo.com.au VH-PKR ( reserved) 61 3 58833588 See our VW Engines and Home built web page at http://www.vw-engines.com/ www.homebuilt-aviation.com/ ------------------------------ Date: Wed, 5 Nov 2003 22:58:50 -0500 From: "Ron Freiberger" To: "KR builders and pilots" Subject: RE: KR>Re: EA-AC43.13 Message-ID: In-Reply-To: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 3 You can buy a complete copy of AC43.13 for $20, less than your printing cost Ron Freiberger mailto: rfreiberger@swfla.rr.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of roger mitchell Sent: Wednesday, November 05, 2003 2:08 AM To: KR builders and pilots Subject: KR>Re: EA-AC43.13 FYI if you go to the FAA web site, type in search , "acceptical methods,techniques,and practices", you can download the A&P's bible of aircraft inspection and repair, these are min. req. but considered safe(over 400 pages) _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Wed, 5 Nov 2003 21:39:10 -0700 From: "RICHARD G ALPS" To: "KR builders and pilots" Subject: Re: KR>Aircraft lumber Message-ID: References: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 4 Dear Greg, I see that several people have offered replies to your quest for wood = info. They are all good, but Ron Freiberger and Roger Mitchell are the = closest to technical reasons for why most of us builders buy from = reputable dealers such as Aircraft Spruce & Specialties and/or Wicks = Aircraft Supply. While, as Roger Mitchell accurately reports, there are many possible = woods to choose from, doing so reduces our chances of a safe and = reliable end project. FAA has a book EA-AC43.13 which describes those = things about wood that make it desirable for aviation use. To begin = with, the lumber industry has carefully plotted how to get the maximum = number of 2x4s and 2x6s from a given tree. This is great for the home = builder, but tragic for aviation. The book shows an entirely different = way to cut the tree for maximum strength. This jacks the price of the = wood we buy, but it is much better and stronger because the wood is cut = according to grain direction and strength, not the max 2x4s that you can = get from it. Next, once we have properly sawn tree trunks, we have to = dry the wood. There are two kinds of moisture in a piece of wood. = First is the moisture between the fibers of the wood, and next is the = moisture found within each fiber cell. Most ordinary lumber fails to = dry both kinds of moisture, leaving us with wood that is heavier, less = dense, and weaker. This means that if we buy ordinary lumber from Home = Depot (not to pick on Home Depot), it is substandard for aviation use in = probably three ways (often four ways). I am sorry, but that is MORE = than enough to end any possibility that I will include any of that wood = in my airplane. =20 While we are all free to follow our own mind, heart and pocket book, I = will fervently hope that you will eventually decide to be moved by the = same logic that directs me. Wishing you many happy hours of building and many more of safe, happy = flying, Richard G. Alps PS. In direct reply to your letter, I would be reluctant to buy Spruce = "locally." Again, that is because I would want to be certain that it = was first CUT properly, and second, that it was dried properly. The = very TERM "locally" suggests that it is not aircraft grade wood at all, = but simply house grade wood that happens to be from a Spruce tree. = Pretty scarey to me. All my best, RGA ----- Original Message -----=20 From: GGrabowski@LWTM.COM=20 To: krnet@mylist.net=20 Sent: Tuesday, November 04, 2003 2:06 PM Subject: KR>Aircraft lumber Given the obvious safety implications of using the correct lumber for building an aircraft, I certainly understand the wisdom of using = aircraft grade material. After reviewing several catalogs and magazines, it = seems that spruce is the timber of choice. Unfortunately, spruce it not = locally available in many areas, and shipping increases the cost considerably, particularly if it is not normally stocked. I am wondering if there = are other timber choices that might be locally available, but without a significant decrease in safety over spruce such as poplar or white = oak. I would appreciate any expertise anyone has on this subject. Thanks. Greg S. Grabowski ggrabowski@lwtm.com _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Thu, 6 Nov 2003 05:39:29 -0800 (PST) From: F Ross To: KR builders and pilots Subject: Re: KR> vinyl-ester/ Styrene Suppressant Message-ID: <20031106133929.66355.qmail@web40905.mail.yahoo.com> In-Reply-To: <001b01c3a3e0$5288e190$7597dccb@Office> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Precedence: list Message: 5 > Frank or Bill > What is Styrene Suppressant ??? > > Phil Matheson > matheson@dodo.com.au > VH-PKR ( reserved) > 61 3 58833588 Vinylester has a very strong smell. If you are building in your home it could cause serious problems in your family relationships. Bill says the Styrene Suppressant kills most of that smell. He lives in Canada where sleeping out-doors is more of a problem than in Texas, for instance. If you have a nice, secluded work area where the neighbors are accustomed to unusual smells, you may not need to bother. ===== Frank Ross, EAA Chapter 35, San Geronimo, TX RAF Lakenheath, Suffolk, England UK alamokr2@yahoo.com __________________________________ Do you Yahoo!? Protect your identity with Yahoo! Mail AddressGuard http://antispam.yahoo.com/whatsnewfree ------------------------------ Date: Thu, 6 Nov 2003 10:04:25 EST From: DSprague01@aol.com To: krnet@mylist.net Subject: KR>Engine quits Message-ID: <1ea.12a2a0de.2cdbbcf9@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 6 Netters, I finally got my KR2 Airworthiness Inspection and have taken my first 3 flights. I bought my plane off the KR net about 18 months ago and converted it to a tricycle landing gear. The engine is a Great Plains 1835cc with an Ellison carburetor mounted underneath. I have a 12 gallon header tank plumbed with 1/4 inch tubing, a gascolater, fuel pump on the firewall, and a 10micron billet type fuel filter leading to the carb. The fuel tank is vented with a 5/16 brass elbow through the cap, pointed towards the prop. A new Slick mag (cooled with ram air) provides the spark. I put 30 hours of ground time on the engine before the first flight. The takeoff and climbout are uneventful, but when I level out at 1800 ft (under the Houston TCA), the engine quietly loses power and dies. The first time after 10 minutes of flight, the other two times as soon as I leveled out. After landing, we ck'd the engine out. The plugs are dry and have spark. There is plentiful fuel spurting out at the carb connection with and without the fuel pump. So I insulated the fuel system from the fire wall to the carb. Found a leak in the plenum box and rebuilt it out of chrome alloy aircraft steel with welded seams. After an hour or so on the ground, the engine starts and runs fine. I sent the carb and plenum box back to Dan Ellison who bench tested it on an 1835cc VW. It wouldn't idle but ran fine at full throttle. They then stripped it down and found some "grunge" but nothing that would cause the above problem. I and my IA gray hair friends are at a loss as to where to go next. Any ideas? Don Sprague dsprague01@aol.com ------------------------------ Date: Thu, 6 Nov 2003 15:27:55 -0000 From: "Mac McConnell-Wood" To: "KR builders and pilots" Subject: Re: KR>Engine quits Message-ID: <00c501c3a47a$8dd02660$69eb403e@tinypc> References: <1ea.12a2a0de.2cdbbcf9@aol.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 7 Hi Don, I would suspect your tank vent,- if it's close to the cowling you may be in a negative pressure zone. Please reply as my e/ms seem to be bouncing for some reason. Regards Mac UK ----- Original Message ----- From: To: Sent: Thursday, November 06, 2003 3:04 PM Subject: KR>Engine quits > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Thu, 6 Nov 2003 15:29:19 -0000 From: "Mac McConnell-Wood" To: "KR builders and pilots" Subject: KR>Fw: Revmaster oil Message-ID: <00d101c3a47a$c007ae00$69eb403e@tinypc> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 8 ----- Original Message -----=20 From: Mac McConnell-Wood=20 To: KRnet@mailinglists.org=20 Sent: Thursday, November 06, 2003 10:51 AM Subject: Revmaster oil Has anyone out there used synthetic oil in a Revmaster? I know Willie = swears by it, but I get the impression that the engine tightens up when = it gets up to operating temps.Thanks for any input. = And Frank Ross over there in the gongless = hinterlands of Suffolk ,if you yearn for the civilised environment of = southern England, pop over some time and see my KR 1.5 and share a warm = beer or three. = Regards, Mac Hampshire UK From christian.kogelmann@aua.com Thu Nov 06 08:15:45 2003 Received: from [193.154.227.28] (helo=s0037928.vie.aua.com) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 1AHmn0-00063I-00 for krnet@mylist.net; Thu, 06 Nov 2003 08:15:45 -0800 Received: by s0037928.vie.aua.com with Internet Mail Service (5.5.2653.19) id ; Thu, 6 Nov 2003 17:18:33 +0100 Message-ID: <9D054CEF43F1C243A279E5435E971746CCA75E@sviemxs02.gate01.skylines.global> From: Kogelmann Christian - OS ETA To: 'Mac McConnell-Wood' , 'KR builders and pilots' Subject: RE: KR>Fw: Revmaster oil - GPAS engine oil Date: Thu, 6 Nov 2003 17:18:54 +0100 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2653.19) Content-Type: text/plain; charset="iso-8859-1" X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Mac, I did use a very expensive synthetic engine oil on the VW GPAS2180. (I thought that only the best is good enough for my airplane) After the first flight and loss of oil pressure I went back to the GPAS specification - never had a problem since, and the oil is a lot cheaper too. I learned my lesson. Cheers Christian OE-VPD http://www.members.aon.at/oevpd -----Original Message----- From: Mac McConnell-Wood [mailto:macwood@tinyworld.co.uk] Sent: Donnerstag, 06. November 2003 16:29 To: KR builders and pilots Subject: KR>Fw: Revmaster oil ----- Original Message ----- From: Mac McConnell-Wood To: KRnet@mailinglists.org Sent: Thursday, November 06, 2003 10:51 AM Subject: Revmaster oil Has anyone out there used synthetic oil in a Revmaster? I know Willie swears by it, but I get the impression that the engine tightens up when it gets up to operating temps.Thanks for any input. And Frank Ross over there in the gongless hinterlands of Suffolk ,if you yearn for the civilised environment of southern England, pop over some time and see my KR 1.5 and share a warm beer or three. Regards, Mac Hampshire UK _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Thu, 6 Nov 2003 09:33:15 -0800 (PST) From: Scott Cable To: KR builders and pilots Cc: ibmagman@yahoo.com Subject: Re: KR>Problems with Wicks Message-ID: <20031106173315.94025.qmail@web40801.mail.yahoo.com> In-Reply-To: <000501c3a3d4$c39c4ae0$03fea8c0@davids> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Precedence: list Message: 9 Recently, a very good friend of mine who's building a LongEze, and a Midget Mustang, has been having some problems with Wicks getting their Bolt Lengths correct. Wicks was sending him bolts that were consistantly 5 or 6 grip lengths different, when he called them on it, the Warehouse supervisor was, how shall I put this... Less than accomodating. My friend and I are both long time Aerospace Design Engineers, and shall I venture to say, know maybe more than just a little about Aircraft Standards and Aircraft Standard Hardware, considering we use these everyday? The Wick's Warehouse Supervisor was sending him bolts based on Total Length, NOT Grip Length. And then had told my friend that that's how they have been doing it for the last 30 years. Total length is the addition of Grip Length + Threaded Length. And in General terms are the last dash numbers of a callout in either 32nds or 16th inch increments. This Warehouse Supt. also told my friend that if you want to order bolts specificly by the grip length, to call and talk to him personally to verify that is what he wanted. Can you believe, that is then what my friend did. Can you guess what happened when he recieved his order? So after 3 or 4 tries to get the order corrected unsuccessfully, my friend just gave up and now uses a different source. --- David Mikesell wrote: > I placed a spruce order with Aicraft Spruce and > Specailty, no cuts just > straight stock off the shelves and they said it > would be 6 weeks, I placed > the same order with Wicks and received it 4 days > later called AS&S back and > cancelled the order.....AS&S called me back 6 weeks > later and said they were > ready to bundle the order and asked if I still > needed it. _______________________________________________ > > see KRnet list details at > http://www.krnet.org/instructions.html > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ===== Scott Cable KR-2S # 735 Wright City, MO s2cable1@yahoo.com __________________________________ Do you Yahoo!? Protect your identity with Yahoo! Mail AddressGuard http://antispam.yahoo.com/whatsnewfree ------------------------------ Date: Thu, 6 Nov 2003 09:50:56 -0800 (PST) From: Scott Cable To: Mac McConnell-Wood , KR builders and pilots Subject: Re: KR>Revmaster oil Message-ID: <20031106175056.23342.qmail@web40807.mail.yahoo.com> In-Reply-To: <00d101c3a47a$c007ae00$69eb403e@tinypc> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Precedence: list Message: 10 > Mac, I have used it ( Mobil 1) ever since I was racing Formula Vee's. My particular car had a serious oil temperature problem. During a race, the oil temperature would exceed 375 Degrees F. The oil would smell like burnt coffee grounds after the race. The ONLY thing that would stand up to this kind of torture was Mobil 1. Prior to using it, we could only get 1 or 2 races out of an engine. After we started using Mobil 1, we could get a full season out of 1 engine. I must qualify that statement though, I added an exit duct onto the oil cooler, and solved the internal aerodynamics problems, and thus excessive oil temperature problems. However! before I fixed the problem with the exit duct, we successfully used Mobil 1,a nd that withstood the rigors of racing and way high oil temperatures. All synthetics are NOT the same, would I use something else? Nothing but Mobil 1 goes in any of my engines. Period. > Has anyone out there used synthetic oil in a > Revmaster? > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ===== Scott Cable KR-2S # 735 Wright City, MO s2cable1@yahoo.com __________________________________ Do you Yahoo!? Protect your identity with Yahoo! Mail AddressGuard http://antispam.yahoo.com/whatsnewfree ------------------------------ Date: Thu, 06 Nov 2003 12:32:28 -0600 From: "Oscar Zuniga" To: krnet@mylist.net Subject: KR>takeoff/rotate technique Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 11 Mac wrote- >[at] 30 mph [the] elevators [are] alive. >set your trim neutral for take off >at 60mph [apply a] little [back] pressure and it's flying relax the >back pressure [and] look for about 90 [MPH] in ground effect. Let it >climb [and] after about 10 sec start breathing again. This was exactly, precisely what I experienced in Paul Martin's stock KR-2 with 1835 VW power (POSA carb) and tri-gear, with two of us onboard (pictures at http://www.flysquirrel.net/ride.html ). At fast taxi, you could lift the nosewheel at about 30 MPH. Solo or dual didn't seem to change that very much because you sit pretty close to the CG. I suspect that with a Subaru up front things would be different though, since the weight difference between a bare-bones 1835 VW and the standard EA-81/82 setup is at least 40 pounds and much more than that in many cases. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ MSN Messenger with backgrounds, emoticons and more. http://www.msnmessenger-download.com/tracking/cdp_customize ------------------------------ Date: Thu, 06 Nov 2003 12:44:40 -0600 From: "Oscar Zuniga" To: krnet@mylist.net Subject: KR>Corvair engine mount Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 12 Mark L. wrote- >The tube is 6.5" away from the firewall on mine >It's also right at 6.5" above the bottom of the firewall, when the >plane is >level. But didn't you end up with two small 'kickers' below the bottom edge of your firewall where the mount intersects? I guess if Rich is custom-fabricating his mount to fit his firewall and mounting points, he won't end up with the small kickers, but was it your intention from the beginning to have the thrust line where it is? And you also wrote- >if I ever get stuck at a foreign airport, I'll have to have a mill and >a TIG welder (rather than just a replacement head) to get home, but >then I have that problem anyway Nah- just feather the prop on the dead engine, shut down and secure it, and continue on the other (remember http://www.flysquirrel.net/KR/Tango01.JPG ?) ;o) Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ MSN Shopping upgraded for the holidays! Snappier product search... http://shopping.msn.com ------------------------------ Date: Fri, 7 Nov 2003 08:10:37 +1300 From: Warren Shapcott To: 'KR builders and pilots' Subject: RE: KR>brake set ups!!!!!!! Message-ID: <1493C2829B8AF8498A2111990735A30946680D@CH1EX1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Precedence: list Message: 13 mount one end of the ram to the floor and the other to the top of a flat piece of metal which pivots on the rudder bar. Works fine on mine. cheers warren shapcott zk-krs new zealand -----Original Message----- From: larry flesner [mailto:flesner@midwest.net] Sent: Thursday, 6 November 2003 1:03 a.m. To: KR builders and pilots Subject: KR>brake set ups!!!!!!! >Hi Guys My kr2S has cleveland brakes and the pedals are mounted below >the >header tank and hang from a shelf down. >The problem is connecting the hydraulic cyclinders to a toe brake set up as >the length of the rudder pedal arm is shorter than the hydraulic ram >what >can be done to solve this problem and the associated geometry problems what >has been done and how photo's are great. >Ross >+++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Check out the following photos. http://home.hiwaay.net/~langford/flesner/brakes1.jpg http://home.hiwaay.net/~langford/flesner/brakes2.jpg http://home.hiwaay.net/~langford/flesner/brakes3.jpg The only change I made after several hours of taxi test was to add a thin alum "L" bracket to the outside edge of each pedal so I can tell where my feet are at on the pedal. You want your feet to stay inside the vertical down tubes so you can get to the brakes if needed. Larry Flesner _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Thu, 6 Nov 2003 14:19:31 -0500 From: VIRGIL N SALISBURY To: macwood@tinyworld.co.uk,krnet@mylist.net Subject: Re: KR>Fw: Revmaster oil Message-ID: <20031106.142749.788.5.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 Amsoil is slicker and will keep down temps better than petrolem oils. Keeps engine from getting so hot that parts close up clearances., Virg On Thu, 6 Nov 2003 15:29:19 -0000 "Mac McConnell-Wood" writes: > > ----- Original Message ----- > From: Mac McConnell-Wood > To: KRnet@mailinglists.org > Sent: Thursday, November 06, 2003 10:51 AM > Subject: Revmaster oil > > > Has anyone out there used synthetic oil in a Revmaster? I know > Willie swears by it, but I get the impression that the engine > tightens up when it gets up to operating temps.Thanks for any input. > And Frank Ross > over there in the gongless hinterlands of Suffolk ,if you yearn for > the civilised environment of southern England, pop over some time > and see my KR 1.5 and share a warm beer or three. > Regards, Mac > Hampshire UK _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Thu, 6 Nov 2003 14:20:42 -0500 From: VIRGIL N SALISBURY To: krnet@mylist.net Subject: Re: KR>Fw: Revmaster oil - GPAS engine oil Message-ID: <20031106.142749.788.6.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 15 You cured the symptom, now cu On Thu, 6 Nov 2003 17:18:54 +0100 Kogelmann Christian - OS ETA writes: > Mac, > I did use a very expensive synthetic engine oil on the VW > GPAS2180. > (I thought that only the best is good enough for my airplane) > After the first flight and loss of oil pressure I went back to the > GPAS > specification - never had a problem since, and the oil is a lot > cheaper too. > > I learned my lesson. > > Cheers > Christian > OE-VPD > http://www.members.aon.at/oevpd > > > > > -----Original Message----- > From: Mac McConnell-Wood [mailto:macwood@tinyworld.co.uk] > Sent: Donnerstag, 06. November 2003 16:29 > To: KR builders and pilots > Subject: KR>Fw: Revmaster oil > > > > ----- Original Message ----- > From: Mac McConnell-Wood > To: KRnet@mailinglists.org > Sent: Thursday, November 06, 2003 10:51 AM > Subject: Revmaster oil > > > Has anyone out there used synthetic oil in a Revmaster? I know > Willie swears > by it, but I get the impression that the engine tightens up when it > gets up > to operating temps.Thanks for any input. > And Frank Ross over there in the gongless hinterlands of Suffolk ,if > you > yearn for the civilised environment of southern England, pop over > some time > and see my KR 1.5 and share a warm beer or three. > Regards, Mac Hampshire UK > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Thu, 6 Nov 2003 14:22:32 -0500 From: VIRGIL N SALISBURY To: krnet@mylist.net Subject: Re: KR>Fw: Revmaster oil - GPAS engine oil Message-ID: <20031106.142749.788.7.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 16 You covered up the problem and cured the symptom. Now find out what the problem was and cure it, Virg On Thu, 6 Nov 2003 17:18:54 +0100 Kogelmann Christian - OS ETA writes: > Mac, > I did use a very expensive synthetic engine oil on the VW > GPAS2180. > (I thought that only the best is good enough for my airplane) > After the first flight and loss of oil pressure I went back to the > GPAS > specification - never had a problem since, and the oil is a lot > cheaper too. > > I learned my lesson. > > Cheers > Christian > OE-VPD > http://www.members.aon.at/oevpd > > > > > -----Original Message----- > From: Mac McConnell-Wood [mailto:macwood@tinyworld.co.uk] > Sent: Donnerstag, 06. November 2003 16:29 > To: KR builders and pilots > Subject: KR>Fw: Revmaster oil > > > > ----- Original Message ----- > From: Mac McConnell-Wood > To: KRnet@mailinglists.org > Sent: Thursday, November 06, 2003 10:51 AM > Subject: Revmaster oil > > > Has anyone out there used synthetic oil in a Revmaster? I know > Willie swears > by it, but I get the impression that the engine tightens up when it > gets up > to operating temps.Thanks for any input. > And Frank Ross over there in the gongless hinterlands of Suffolk ,if > you > yearn for the civilised environment of southern England, pop over > some time > and see my KR 1.5 and share a warm beer or three. > Regards, Mac Hampshire UK > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Thu, 6 Nov 2003 14:25:19 -0500 From: VIRGIL N SALISBURY To: krnet@mylist.net Subject: Re: KR>Problems with Wicks Message-ID: <20031106.142749.788.9.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 17 Just talk to Donny, Virg On Thu, 6 Nov 2003 09:33:15 -0800 (PST) Scott Cable writes: > Recently, a very good friend of mine who's building a LongEze, and a > Midget Mustang, has been having some problems with Wicks getting their > Bolt Lengths correct. > Wicks was sending him bolts that were consistantly 5 > or 6 grip lengths different, when he called them on > it, the Warehouse supervisor was, how shall I put > this... Less than accomodating. > My friend and I are both long time Aerospace Design > Engineers, and shall I venture to say, know maybe more > than just a little about Aircraft Standards and > Aircraft Standard Hardware, considering we use these > everyday? > The Wick's Warehouse Supervisor was sending him bolts > based on Total Length, NOT Grip Length. And then had > told my friend that that's how they have been doing it > for the last 30 years. > Total length is the addition of Grip Length + Threaded > Length. And in General terms are the last dash numbers > of a callout in either 32nds or 16th inch increments. > This Warehouse Supt. also told my friend that if you > want to order bolts specificly by the grip length, to > call and talk to him personally to verify that is what > he wanted. Can you believe, that is then what my > friend did. Can you guess what happened when he > recieved his order? So after 3 or 4 tries to get the > order corrected unsuccessfully, my friend just gave up > and now uses a different source. > > --- David Mikesell wrote: > > I placed a spruce order with Aicraft Spruce and > > Specailty, no cuts just > > straight stock off the shelves and they said it > > would be 6 weeks, I placed > > the same order with Wicks and received it 4 days > > later called AS&S back and > > cancelled the order.....AS&S called me back 6 weeks > > later and said they were > > ready to bundle the order and asked if I still > > needed it. > _______________________________________________ > > > see KRnet list details at > > http://www.krnet.org/instructions.html > > > > > > _______________________________________________ > > see KRnet list details at > http://www.krnet.org/instructions.html > > > ===== > Scott Cable > KR-2S # 735 > Wright City, MO > s2cable1@yahoo.com > > __________________________________ > Do you Yahoo!? > Protect your identity with Yahoo! Mail AddressGuard > http://antispam.yahoo.com/whatsnewfree > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Thu, 6 Nov 2003 14:27:02 -0500 From: VIRGIL N SALISBURY To: krnet@mylist.net Subject: Re: KR>Revmaster oil Message-ID: <20031106.142749.788.10.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 18 Amsoil out performs moble by a long shot, Virg ( you get what you pay for ) On Thu, 6 Nov 2003 09:50:56 -0800 (PST) Scott Cable writes: > > Mac, > I have used it ( Mobil 1) ever since I was racing > Formula Vee's. My particular car had a serious oil temperature > problem. During a race, the oil temperature would exceed 375 Degrees > F. The oil would smell like burnt coffee grounds after the race. > The ONLY thing that would stand up to this kind of > torture was Mobil 1. Prior to using it, we could only > get 1 or 2 races out of an engine. After we started > using Mobil 1, we could get a full season out of 1 > engine. I must qualify that statement though, I added > an exit duct onto the oil cooler, and solved the > internal aerodynamics problems, and thus excessive oil > temperature problems. However! before I fixed the > problem with the exit duct, we successfully used Mobil > 1,a nd that withstood the rigors of racing and way > high oil temperatures. > All synthetics are NOT the same, would I use something > else? Nothing but Mobil 1 goes in any of my engines. > Period. > > Has anyone out there used synthetic oil in a > > Revmaster? > > _______________________________________________ > > see KRnet list details at > http://www.krnet.org/instructions.html > > > ===== > Scott Cable > KR-2S # 735 > Wright City, MO > s2cable1@yahoo.com > > __________________________________ > Do you Yahoo!? > Protect your identity with Yahoo! Mail AddressGuard > http://antispam.yahoo.com/whatsnewfree > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Fri, 7 Nov 2003 08:28:41 +1300 From: Warren Shapcott To: "'krnet@mylist.net'" Subject: KR>FW: radair 360 vhf com Message-ID: <1493C2829B8AF8498A2111990735A30946680E@CH1EX1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Precedence: list Message: 19 Hi can someone please help me with this as I have had no response yet, have a nice day warren shapcott zk-krj new zealand -----Original Message----- From: Warren Shapcott Sent: Tuesday, 4 November 2003 7:57 a.m. To: 'krnet@mylist.net' Subject: radair 360 vhf com I have a radair 360 com transceiver which I would like to use in my kr2. Can anyone help me with the pin out connections as I would like to wire it up. Thanks Warren Shapcott new zealand ZK-KRJ ------------------------------ Date: Thu, 6 Nov 2003 14:30:06 EST From: Waldokr2@aol.com To: krnet@mylist.net Subject: KR>Intercom & headsets for sale Message-ID: <36.4aa1fdcc.2cdbfb3e@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 20 I have the following items for sale; 1 - RST - 442, 2 PLACE PORTABLE INTERCOM 2 - RST - 455, 2 to 4 PLACE PORTABLE INTERCOM UPGRADE 1 - PUSH TO TALK SWITCH 2 - TELEX D-950 HEADSETS WITH BOOM MIKES (one mike needs repair) I bought the kits from RST and assembled them. Then I sent them back to RST and had them bench checked, and they work fine. You can get details at rstengineering.com . The intercom can be used as a 2 place or as a 4 place. I am asking $70 for everything and includes shipping in the U.S. Bob McDonough waldokr2@aol.com 3308 NW 38th St. Gainesville, FL 32606 Ph 352 379 3144 ------------------------------ Date: Thu, 6 Nov 2003 15:42:46 -0400 From: "Jim Sellars" To: "KR builders and pilots" Subject: Re: KR>Engine quits Message-ID: <00cc01c3a49e$549254d0$9aa89aa5@mainpc> References: <1ea.12a2a0de.2cdbbcf9@aol.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 21 Hello: Could you give me some info about where you acquired the nose wheel strut and hardware for the conversion? I have a nose gear equiped KR2 and need to do some over winter repairs and reconditioning but I can't find a source for the stuff I need. Best regards Jim ----- Original Message ----- From: To: Sent: Thursday, November 06, 2003 11:04 AM Subject: KR>Engine quits > Netters, > I finally got my KR2 Airworthiness Inspection and have taken my first > 3 flights. I bought my plane off the KR net about 18 months ago and converted it to > a tricycle landing gear. The engine is a Great Plains 1835cc with an Ellison > carburetor mounted underneath. I have a 12 gallon header tank plumbed with > 1/4 inch tubing, a gascolater, fuel pump on the firewall, and a > 10micron billet > type fuel filter leading to the carb. The fuel tank is vented with a > 5/16 brass elbow through the cap, pointed towards the prop. A new > Slick mag (cooled > with ram air) provides the spark. I put 30 hours of ground time on > the engine > before the first flight. > > The takeoff and climbout are uneventful, but when I level out at 1800 > ft (under the Houston TCA), the engine quietly loses power and dies. > The first time > after 10 minutes of flight, the other two times as soon as I leveled > out. After landing, we ck'd the engine out. The plugs are dry and > have spark. There > is plentiful fuel spurting out at the carb connection with and without > the fuel pump. So I insulated the fuel system from the fire wall to > the carb. Found > a leak in the plenum box and rebuilt it out of chrome alloy aircraft > steel with welded seams. After an hour or so on the ground, the > engine starts and > runs fine. > > I sent the carb and plenum box back to Dan Ellison who bench tested it > on an > 1835cc VW. It wouldn't idle but ran fine at full throttle. They then > stripped it down and found some "grunge" but nothing that would cause > the above > problem. > > I and my IA gray hair friends are at a loss as to where to go next. > > Any ideas? > > Don Sprague > dsprague01@aol.com _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Thu, 6 Nov 2003 14:49:02 EST From: Ronevogt@aol.com To: krnet@mylist.net Subject: KR>Nose Gear Strut Message-ID: Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 22 For a good quality nose gear, check with Diehl Aeronatical. They advertise in the back of "Kitplanes" RV ------------------------------ Date: Thu, 6 Nov 2003 14:51:09 EST From: Ronevogt@aol.com To: krnet@mylist.net Subject: Re: KR>takeoff/rotate technique Message-ID: <51.36ecc692.2cdc002d@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 23 Yes, things are different with a Subaru. My KR-2S has an EJ-22. It rotates at 60 mph...and then climbs like....well, you know. RV PS: I now have 4 flights on my KR. Aside from the fact that it is running a little hot, I am quite pleased. ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 211, Issue 1 *************************************