From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 337, Issue 1 Date: 3/11/2004 1:03:58 AM 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. Re: Dana/Panel_ Dynon EFIS (Dana Overall) 2. South african builders (Dene Collett (SA)) 3. Re: Angle of Attack Indicator-Gauge Option (Eduardo M. Iglesias) 4. Yes, Remember "GRANDMA", Virg (Dan Heath) 5. Preventing Carb & Manifold icing by relying on heat transfer from the block. 6. RE: CARB & MANIFOLD ICING WITH VW ENGINES (Dan Heath) 7. Angle of Attack Indicator-One Problem (Peter Johnson) 8. Ellison TBI and Revflow (Orma Robbins) 9. Re: Landing Gear Geometry (Dan Heath) 10. Re: Ellison TBI and Revflow (Dan Heath) 11. Ellison Carburetor vs Aerocarb (Mark Jones) 12. SAA Fly-In (Don Woodyatt) 13. Re: Ellison Carburetor vs Aerocarb 14. Re: Ellison Carburetor vs Aerocarb (Orma Robbins) 15. Re: Ellison Carburetor vs Aerocarb (Orma Robbins) 16. Re: Ellison Carburetor vs Aerocarb (Mark Jones) 17. Re: Ellison Carburetor vs Aerocarb (Charles Buddy & Cheryl Midkiff) 18. epoxy resin (Lee) 19. Carb icing & size (Colin & Bev Rainey) 20. RE: Carb icing & size (Serge F. Vidal) ---------------------------------------------------------------------- Date: Wed, 10 Mar 2004 15:03:55 -0500 From: "Dana Overall" To: krnet@mylist.net Subject: Re: KR>Dana/Panel_ Dynon EFIS Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 1 Some people have reported EMI issues while the vast majority has not issue at all. Seems to be an install/shielding issue. Dynon is adequately addressing those few with EMI problems. They are manufacturing a filter that will plug between the remote sensor and the back of the unit. Not an issue with me. Dana Overall Richmond, KY i39 RV-7 slider, Imron black, "Black Magic" Finish kit 13B Rotary. Hangar flying my Dynon. http://rvflying.tripod.com/aero1.jpg http://rvflying.tripod.com/aero3.jpg http://rvflying.tripod.com/blackrudder.jpg do not archive >From: "Charles Buddy & Cheryl Midkiff" >Reply-To: KRnet >To: "KRnet" >Subject: Re: KR>Dana/Panel_ Dynon EFIS >Date: Wed, 10 Mar 2004 11:53:15 -0800 > >Dana, >One of the members of our EAA chapter 84, here in Washington state, is >an engineer for Dynon. His name is Doug Medema and he has one installed >in his RV and is still in the flight test stages with his. Everything >is going according to plan. He reported to the chapter that 639 units >have been sold so far with good reports, though some had a problem with >radio interference which they are working on. Bud Midkiff KR2 Stretched >to S Lynnwood, WA >email: c.midkiff@verizon.net > >----- Original Message ----- >From: "Dana Overall" > Joe, that's it $1995. You can, and I did, get an internal >rechargeable battery that lasts for 2 hours plus. The only two options >are the battery and a flush mount kit. Bottom line, $1995 for an entire >set of instruments at 1.7 lbs including > battery. > > > >_______________________________________ >to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net >please see other KRnet info at http://www.krnet.org/info.html _________________________________________________________________ FREE pop-up blocking with the new MSN Toolbar – get it now! http://clk.atdmt.com/AVE/go/onm00200415ave/direct/01/ ------------------------------ Date: Wed, 10 Mar 2004 22:49:02 +0200 From: "Dene Collett \(SA\)" To: "krnet" Subject: KR>South african builders Message-ID: <001501c406e1$b698ec20$37e5fea9@telkomsa127179> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Guys , I am trying to get a hold of Christo V.D. BERG down in the Cape. Can anyone help me out with a tel for him. thanks. Dene Collett KR2S-RT builder Port Elizabeth South Africa mailto: dene.collett@telkomsa.net P.S: checkout www.whisperaircraft.com ------------------------------ Date: Wed, 10 Mar 2004 11:26:56 -0300 From: "Eduardo M. Iglesias" To: "KRnet" Subject: Re: KR>Angle of Attack Indicator-Gauge Option Message-ID: <00b701c406d5$2a7aad20$d862fea9@portatil> References: <5.2.1.1.0.20040309081041.027e4740@pop-server.socal.rr.com><001d01c40623$39088c20$75a0fea9@athlon2400> <000201c40669$12070840$bf421a45@peter> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 3 Itīs the Dwyer Minihelic II, serie 5000 from Dwyer Instruments Inc. e-mail info@dwyer.inst.com http//www.dwyer-inst.com If you want I have a draw of the sensor. It has two holes guided forward and they has 90° between it, so that the differential pressure measured among them is shown in the instrument. Eduardo ----- Original Message ----- From: "Peter Johnson" To: "KRnet" Sent: Tuesday, March 09, 2004 9:58 PM Subject: Re: KR>Angle of Attack Indicator-Gauge Option > Just because this is something I'm familiar with I thought I'd add > some input to John's description of his friends homemade AoA's. > > The use of a low speed ASI in the cockpit as a gauge is a good one. Another > option that could be used is a mini magnahelic gauge. These gauges > are very > common in industry and are used for heating and ventilating pressure > readouts, induced air pressure measurement, etc. > > The gauges come in a variety of 'high-low' capacitys and ranges. Go > to your > yellow pages and look under 'Industrial Supply' or 'Heating and Ventilating > Design'. If the firms you call don't sell them directly, they can > tell you > who does. > > I would also like to say that of all the different homemade AoA's that I've > looked at and designed myself, I like this one the best, especially > for it's > 'tuning' capability. Thanks for posting John. > > Hope this is of help to someone. > > Peter Johnson > KR-2Sexy with a Corvair > Kenora, Ontario > Canada > > mailto:pjohnson@voyageur.ca > > > ----- Original Message ----- > From: "Martindale Family" > To: "KRnet" > Sent: Tuesday, March 09, 2004 2:09 PM > Subject: Re: KR>Angle of attack indicator > > > > Folks > > > > A friend of mine designed his own AoA indicator. Simply a 1/2" tube, > sealed > > at the end with row of small holes drilled into it. The tube is > > mounted > out > > of the fuselage wall on the extended chord line 8"or so ahead of the > leading > > edge root and is parallel to it. He has the holes pointed down at > > right angles to the chord so that at zero AoA there is minimal > > pressure in the tube. As the wing/fuselage is rotated to provide an > > AoA so too does the tube, the holes present to the air flow and the > > pressure increases. A reading is obtained on some sort of sensitive > > pressure gauge (maybe just a > > low speed ASI) that has it's face recalibrated in arbitary units (he just > > uses numbers 1 to 5 and has the dial named " partner's pressure > > level"). The tube can be rotated to provide calibration (or desired > > absolute needle > > movement) and the readings noted as he approaches the stall. He > > flies this > > gauge on approach, more so than the ASI. > > > > John > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > --- > [This E-mail scanned for viruses by Declude Virus] > > > --- [This E-mail scanned for viruses by Declude Virus] ------------------------------ Date: Wed, 10 Mar 2004 17:23:24 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: KR>Yes, Remember "GRANDMA", Virg Message-ID: <404F955C.000001.04044@Computer> References: <20040310.144839.172.2.virgnvs@juno.com> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 4 Virg,=0D =0D Would you care to explain that comment? =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Wed, 10 Mar 2004 17:43:13 EST From: FlashyAllen@aol.com To: krnet@mylist.net Subject: KR>Preventing Carb & Manifold icing by relying on heat transfer from the block. Message-ID: <1c2.16254db1.2d80f401@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 5 >Interesting subject. What I had proposed to do was to bring hot air, >instead of ambient temperature air inside the carb intake. There seems >to be another solution which is to heat the carburetor body itself. >Now, I wonder... My intake is already from inside the engine >compartment, which is probably very hot already. Should I bother, after >all? DO NOT rely on heat transfer from the engine block/manifold to prevent icing. When cars had carbs they relied on a "heat riser" from the exhaust manifold to keep the carb hot enough to prevent icing. It didn't always work. I had a 60 Plymouth with a 318 which died twice due to ice almost completely filling the venturi (per visual inspection). Conditions were 40/50 Deg.F, 100% humidity in heavy rain. It took about 1/2 hour for the residual heat in the block to melt the ice before I could get going again. Car engine blocks, being water-cooled, have a LOT more total heat mass than an air-cooled VW. Work up some source of hot air, probably from the exhaust manifold, and use it Early and Often. Remember, once the engine quits there won't be much heat left. Allen G. Wiesner - KR-2S/TD? #1118 (still in the B&P stage) - A&P, retired Sikorsky Tech. Rep. 65 Franklin Street Ansonia, CT 06401 (203) 732-0508 flashyallen@aol ------------------------------ Date: Wed, 10 Mar 2004 17:45:12 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: RE: KR>CARB & MANIFOLD ICING WITH VW ENGINES Message-ID: <404F9A78.000005.04044@Computer> References: <001501c406bc$96ba5a30$2c0101c0@ate.com> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 6 RE: My intake is already from inside the engine compartment, which is probably very hot already. Should I bother, after all=0D =0D Serge,=0D =0D Ice can occur at any outside temperature. You are probably less likely to get it with inside cowling air, but it is the air going thru the throat o= f the carb that causes the moisture in the air to freeze. Once this starts, you need really hot air to melt it quickly. Otherwise, it is all over.=0D =0D Anyone disagree, please speak up. =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Wed, 10 Mar 2004 16:28:28 -0800 From: "Peter Johnson" To: "KRnet" Subject: KR>Angle of Attack Indicator-One Problem Message-ID: <00f501c40708$2513bd80$50431a45@peter> References: <5.2.1.1.0.20040309081041.027e4740@pop-server.socal.rr.com><001d01c40623$39088c20$75a0fea9@athlon2400><000201c40669$12070840$bf421a45@peter> <00b701c406d5$2a7aad20$d862fea9@portatil> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 7 I must apolgise for not seeing this sooner. The AoA sensor that John described is a great idea, but it won't work (or is not accurate) in the location he described it to be. The AoA sensor must be out of the propwash flow! "Duh!" Such a tube could be easily mounted beneath the wing in a horizontal fashion, with one hole on the bottom and one on the side or front. Someone has already posted a sketch of this layout in the past, and it's the way the production models work. Do a google search for 'reserve lift indicators' and you will come to a site right away that has an image of their commercial sensor. Thanks for the info on the mini magnahelic Eduardo. PJ mailto:pjohnson@voyageur.ca ----- Original Message ----- From: "Eduardo M. Iglesias" To: "KRnet" Sent: Wednesday, March 10, 2004 6:26 AM Subject: Re: KR>Angle of Attack Indicator-Gauge Option > Itīs the Dwyer Minihelic II, serie 5000 from Dwyer Instruments Inc. > e-mail info@dwyer.inst.com http//www.dwyer-inst.com If you want I > have a draw of the sensor. It has two holes guided forward and > they has 90° between it, so that the differential pressure measured > among them is shown in the instrument. Eduardo > > ----- Original Message ----- > From: "Peter Johnson" > To: "KRnet" > Sent: Tuesday, March 09, 2004 9:58 PM > Subject: Re: KR>Angle of Attack Indicator-Gauge Option > > > > Just because this is something I'm familiar with I thought I'd add > > some input to John's description of his friends homemade AoA's. > > > > The use of a low speed ASI in the cockpit as a gauge is a good one. > Another > > option that could be used is a mini magnahelic gauge. These gauges > > are > very > > common in industry and are used for heating and ventilating pressure > > readouts, induced air pressure measurement, etc. > > > > The gauges come in a variety of 'high-low' capacitys and ranges. Go > > to > your > > yellow pages and look under 'Industrial Supply' or 'Heating and > Ventilating > > Design'. If the firms you call don't sell them directly, they can > > tell > you > > who does. > > > > I would also like to say that of all the different homemade AoA's > > that > I've > > looked at and designed myself, I like this one the best, especially > > for > it's > > 'tuning' capability. Thanks for posting John. > > > > Hope this is of help to someone. > > > > Peter Johnson > > KR-2Sexy with a Corvair > > Kenora, Ontario > > Canada > > > > mailto:pjohnson@voyageur.ca > > > > > > ----- Original Message ----- > > From: "Martindale Family" > > To: "KRnet" > > Sent: Tuesday, March 09, 2004 2:09 PM > > Subject: Re: KR>Angle of attack indicator > > > > > > > Folks > > > > > > A friend of mine designed his own AoA indicator. Simply a 1/2" > > > tube, > > sealed > > > at the end with row of small holes drilled into it. The tube is mounted > > out > > > of the fuselage wall on the extended chord line 8"or so ahead of > > > the > > leading > > > edge root and is parallel to it. He has the holes pointed down at right > > > angles to the chord so that at zero AoA there is minimal pressure > > > in the > > > tube. As the wing/fuselage is rotated to provide an AoA so too > > > does the > > > tube, the holes present to the air flow and the pressure > > > increases. A reading is obtained on some sort of sensitive > > > pressure gauge (maybe just > a > > > low speed ASI) that has it's face recalibrated in arbitary units > > > (he > just > > > uses numbers 1 to 5 and has the dial named " partner's pressure level"). > > > The tube can be rotated to provide calibration (or desired > > > absolute > needle > > > movement) and the readings noted as he approaches the stall. He > > > flies > this > > > gauge on approach, more so than the ASI. > > > > > > John > > > > > > > > _______________________________________ > > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > --- > > [This E-mail scanned for viruses by Declude Virus] > > > > > > > > > --- > [This E-mail scanned for viruses by Declude Virus] > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Wed, 10 Mar 2004 19:14:36 -0500 From: "Orma Robbins" To: "KRnet" Subject: KR>Ellison TBI and Revflow Message-ID: <000a01c406fd$d756a990$422ed445@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 8 Hi Net What size Ellison are being used on what size engines, and what is the = price. Does any one have the number for Joe at Revflow? Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR http://www.aviation-mechanics.com From kr2@bigpond.com Wed Mar 10 17:50:02 2004 Received: from gizmo04bw.bigpond.com ([144.140.70.14]) by lizard.esosoft.net with smtp (Exim 3.36 #1) id 1B1FKk-000Dbx-00 for krnet@mylist.net; Wed, 10 Mar 2004 17:50:02 -0800 Received: (qmail 27292 invoked from network); 11 Mar 2004 01:37:30 -0000 Received: from unknown (HELO bwmam14.bigpond.com) (144.135.24.109) by gizmo04bw.bigpond.com with SMTP; 11 Mar 2004 01:37:30 -0000 Received: from c233.37.135.144.satellite.bigpond.com ([144.135.37.233]) by bwmam14.bigpond.com(MAM REL_3_4_2 201/6771137) with SMTP id 6771137; Thu, 11 Mar 2004 11:42:20 +1000 Message-ID: <017901c40709$bb9ee7b0$8c00a8c0@T1W419b> From: "Barry Kruyssen" To: "KRnet" Date: Thu, 11 Mar 2004 11:39:42 +1000 MIME-Version: 1.0 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable X-Content-Filtered-By: Mailman/MimeDel 2.1b3 Subject: KR>Landing Gear Geometry X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Hi, My KR2 has the original retractable gear which has been fixed in place. See bottom of http://users.tpg.com.au/barryk/KR2.htm page for pictures = how it is mounted. The CofG is right at the forward limit with full fuel and me in the = aircraft. I only have 2.2Kg (4.9lbs) on the tail wheel when sitting empty, tail = down on a level surface. When I pick the tail up it wants to fall on it's nose.=20 If I put fuel in the header tank it will probably fall forward (not game = to try). Is this normal?=20 If not what weight should I have on the tail wheel? Can someone please tell me the distance of wheel axle to the leading = edge when in the flying attitude so I can check mine. Thanks Barry Kruyssen Cairns, Australia kr2@BigPond.com=20 http://users.tpg.com.au/barryk/KR2.htm=20 ------------------------------ Date: Wed, 10 Mar 2004 21:16:28 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>Landing Gear Geometry Message-ID: <404FCBFC.00000D.04044@Computer> References: <017901c40709$bb9ee7b0$8c00a8c0@T1W419b> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 9 Barry,=0D =0D I'm kinda guessing here, because I had a similar problem when I first too= k mine out for taxiing. Bob Muse caught it. The gear should angle farther forward than it does. Bob told me exactly what the angle was, but that wa= s about 16 years ago. It may be in the plans and if you don't have them, le= t me know and I will look for it for you.=0D =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Wed, 10 Mar 2004 21:20:23 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>Ellison TBI and Revflow Message-ID: <404FCCE7.00000F.04044@Computer> References: <000a01c406fd$d756a990$422ed445@ROBBINS1> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 10 We are using the EFS-2 on a 2180. I had previously used it on an 1835 an= d a 1915 with great results. I do believe that the type IV requires an EFS-3= =2E=20 For more information, click on the link.=0D =0D http://www.ellison-fluid-systems.com/=0D =0D =0D You might find the answer to your other question here.=0D =0D http://www.revmasteraviation.com/products_main.htm=0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20From norman.seel@verizon.net Wed Mar 10 19:05:47 2004 Received: from out007pub.verizon.net ([206.46.170.107] helo=out007.verizon.net) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1B1GW3-000EN7-00 for krnet@mylist.net; Wed, 10 Mar 2004 19:05:47 -0800 Received: from pavilion ([4.40.10.187]) by out007.verizon.net (InterMail vM.5.01.06.06 201-253-122-130-106-20030910) with ESMTP id <20040311025810.OASE28276.out007.verizon.net@pavilion> for ; Wed, 10 Mar 2004 20:58:10 -0600 Message-ID: <000701c4072e$d00b2d60$bb0a2804@dslverizon.net> From: "Norm Seel" To: "KRnet" References: <20040310.144839.172.0.virgnvs@juno.com> Subject: Re: KR>Angle of attack indicator Date: Wed, 10 Mar 2004 22:05:10 -0800 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 X-Authentication-Info: Submitted using SMTP AUTH at out007.verizon.net from [4.40.10.187] at Wed, 10 Mar 2004 20:58:10 -0600 X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Sport Aviation 1/79 described a working model of an angle of attack indicator with drawings. Perhaps someone with a scanner and a link facility could make both this and the older article available on the list. I will do the scanning, if it would help. Thanks. Norman Seel Brandon, FL norman.seel@verizon.net ----- Original Message ----- From: "Virgil Salisbury" To: Sent: Wednesday, March 10, 2004 10:59 AM Subject: Re: KR>Angle of attack indicator > What a neat idea, Virg > > On Wed, 10 Mar 2004 09:09:05 +1100 "Martindale Family" > writes: > > Folks > > > > A friend of mine designed his own AoA indicator. Simply a 1/2" tube, > > sealed------- > > The Martindale Family > > 29 Jane Circuit > > TOORMINA NSW 2452 > > AUSTRALIA > > > > phone: 61 2 66584767 > > > > email: johnjane@chc.net.au > > ----- Original Message ----- > > From: "larry severson" > > To: "KRnet" > > Sent: Wednesday, March 10, 2004 3:12 AM > > Subject: Re: KR>Dynon clarification > > > > add in not > > > only my opinion but also in a number of books on stalls, spins, > > landing > > Larry Severson > > > Fountain Valley, CA 92708 > > > (714) 968-9852 > > > larry2@socal.rr.com > > > > > > > > > _______________________________________ > > > to UNsubscribe from KRnet, send a message to > > KRnet-leave@mylist.net > > > please see other KRnet info at http://www.krnet.org/info.html > > > > > > > > > _______________________________________ > > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > > > > > Virgil N. Salisbury - AMSOIL > www.lubedealer.com/salisbury > Miami ,Fl > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Wed, 10 Mar 2004 21:04:38 -0600 From: "Mark Jones" To: "KR Net" Subject: KR>Ellison Carburetor vs Aerocarb Message-ID: <00b901c40715$974e1140$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 11 Ok Guys, Here is the scoop on what I have on the Ellison carb so far. I = was running a 32mm Aerocarb and having poor results. Why did I choose = the 32mm? It was recommended by William and also by Aeroconversions. = Aeroconversions said the 32 was running 0-200s with no problems. I = simply could not get smooth performance from the 32mm Aerocarb either as = a gravity fed carb or a pressure fed carb. It would idle fine but badly = hesitated when I applied throttle. After many trial and error test, I = decided to ditch the Aerocarb. I have now acquired an Ellison EFS-2. = That's right, an EFS-2. I know William recommends a EFS-3A for the = Corvair engine but I had a chance on this carb so I took it. So far, I = am extremely pleased with the performance I am getting. The Ellison = EFS-2 is a 35mm which is larger than the Aerocarb I had. I have it being = fed by a Facet pump with no header tank. I am achieving a 600 rpm idle. = The engine simply purrs like a sewing machine at idle through full = throttle. There is absolutely no hesitation when I advance the throttle. = The mixture gives me close to a 50 rpm difference between full rich and = full lean. I am turning a Sterba 56x64 wood prop at 2750 static. I can = cycle the engine up and down repeatedly with no hesitation or = vibrations. The Ellison, in my opinion, outperforms the Aerocarb on my = Corvair set up. All of the testing I have done so far with the Ellison = has been brief due to the extreme cold temps up here in the last few = weekends. I hope soon I can fine tune the mixtures, re-set the engine = timing, tweak a few other things and see if I can get more static rpm. I = think I can.=20 Mark Jones (N886MJ) Wales, WI USA=20 E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at =20 http://mywebpage.netscape.com/n886mj/homepage.html ------------------------------ Date: Wed, 10 Mar 2004 21:23:09 -0600 From: Don Woodyatt To: krnet@mylist.net Subject: KR>SAA Fly-In Message-ID: <404FDB9D.50905@illicom.net> Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 12 Any KRs planning to show up at the Urbana, Il SAA fly-in? Woody KR# 658 Buckley, IL ------------------------------ Date: Wed, 10 Mar 2004 22:26:06 EST From: FIXERJONES@aol.com To: krnet@mylist.net Subject: Re: KR>Ellison Carburetor vs Aerocarb Message-ID: <196.26d1bf75.2d81364e@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 13 i am also running a ellison efs-2 now with 75hrs on a 2.6 liter type 4 in my kr2 7 it performs great. but after a flight ,stop the engine for 15-20 min. it heat soaks & gets a little vapor lock, when taking off the second time, loses power for a moment then runs flawless the remainder of the flight. steve jones n212kr ------------------------------ Date: Wed, 10 Mar 2004 23:20:31 -0500 From: "Orma Robbins" To: "KRnet" Subject: Re: KR>Ellison Carburetor vs Aerocarb Message-ID: <002f01c40720$32330990$422ed445@ROBBINS1> References: <00b901c40715$974e1140$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 on the Ellison carb Mark the Ellison web site did not have any prices, what does a new one cost. Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR http://www.aviation-mechanics.com ------------------------------ Date: Wed, 10 Mar 2004 23:27:49 -0500 From: "Orma Robbins" To: "KRnet" Subject: Re: KR>Ellison Carburetor vs Aerocarb Message-ID: <003201c40721$36e04880$422ed445@ROBBINS1> References: <196.26d1bf75.2d81364e@aol.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 15 Ellison had a whole page about vapor lock on their web site. Do you have any pictures of the installation on your type 4. If so, please direct me to them or send to me off net. I have not flown much in the last few years and after changing to the Revflow removing the Posa, I am still not satisfied that I am making full power with the Revflow. When the RPM stops increasing, the EGT starts to climb. That tells me that the engine wants more gas, or a better mixture. I have changed needles and even tried to custom carve several. I still seem to run lean at wide open throttle. Thanks Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR http://www.aviation-mechanics.com ------------------------------ Date: Wed, 10 Mar 2004 22:34:28 -0600 From: "Mark Jones" To: "Orma Robbins" , "KRnet" Subject: Re: KR>Ellison Carburetor vs Aerocarb Message-ID: <00f801c40722$24afccc0$6401a8c0@wi.rr.com> References: <00b901c40715$974e1140$6401a8c0@wi.rr.com> <002f01c40720$32330990$422ed445@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 16 Here are their prices: http://www.ellison-fluid-systems.com/products/orders/order_form.htm Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: "Orma Robbins" To: "KRnet" Sent: Wednesday, March 10, 2004 10:20 PM Subject: Re: KR>Ellison Carburetor vs Aerocarb > on the Ellison carb > > Mark > the Ellison web site did not have any prices, what does a new one > cost. > Orma L. Robbins Southfield MI > 19 Years flying KR-2 N110LR > http://www.aviation-mechanics.com > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Wed, 10 Mar 2004 20:35:39 -0800 From: "Charles Buddy & Cheryl Midkiff" To: "Orma Robbins" , "KRnet" Subject: Re: KR>Ellison Carburetor vs Aerocarb Message-ID: <012901c40722$4edcc430$6401a8c0@charlesmidkiff> References: <00b901c40715$974e1140$6401a8c0@wi.rr.com> <002f01c40720$32330990$422ed445@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 17 Ellison's wesite says they no longer are in production for the EFS2 but they still support them. AS&S has the EFS3a in their catalog for $825.00. Bud Midkiff Lynnwood, WA ----- Original Message ----- From: "Orma Robbins" To: "KRnet" Sent: Wednesday, March 10, 2004 8:20 PM Subject: Re: KR>Ellison Carburetor vs Aerocarb > on the Ellison carb > > Mark > the Ellison web site did not have any prices, what does a new one > cost. Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR > http://www.aviation-mechanics.com > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Date: Wed, 10 Mar 2004 23:25:01 -0700 From: "Lee" To: Subject: KR>epoxy resin Message-ID: <001501c40731$9583c7d0$6601a8c0@D3DF1Y11> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 18 I'm stuck, and would like the help of the experts. Since I am = rebuilding parts of my KR2, I have a question about which would be the = best Epoxy Resin for my Application. I am fiberglassing my new Elevator = and I would like to find out which combination of Resin will give me the = hardest/ most rigid result. ????? I am ordering from the questionable = AS&S. West Systems ?? signed confused???? Lee Van Dyke Mesa AZ N783JB lee@vandyke5.com http://vandyke5.com/kr2.htm ------------------------------ Date: Thu, 11 Mar 2004 03:50:32 -0500 From: "Colin & Bev Rainey" To: "KRnet" Subject: KR>Carb icing & size Message-ID: <00d801c40745$ea2270c0$99ef0843@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 19 Hello all, Been trying to earn 2 paychecks and finish the plane so slow to respond = on the net. First: carb icing typically does not occur above 70 degree F temps, = and high humidity days. If you have carb icing look at both the = humidity for the day AND the temp at altitude. Someone already = explained it technically, but in simple terms the gas introduced into = the carb venturi, coupled with the temp drop associated with the = velocity increase in the venturi together produce the ice which builds = up and stops flow of fuel. The engine heat is not enough to melt this = ice, which is the reason that exhaust mounted "cups" are used to apply = heat to the carb venturi when icing is experienced. The early V8 = engines did NOT use heat riser tubes off the exhaust to prevent carb = icing, but rather had them for assisting the engine in warming up, by = causing the incoming air to the carb to be drawn off of the rapidly = warming exhaust to warm the air/fuel mixture to prevent separation when = the mix struck the cold intake manifold. Gradually the engine heat, = through water cross over in the intake manifold ends, and exhaust heat = cross over under the carb would provide sufficient heating to prevent = separation, and the heat riser from the exhaust would be shutoff through = the use of a heat controlled vacuum valve. The problem was that early = engines were not very good at keeping themselves cool, so thermostat = temps were kept low, which allowed for icing, even though the engine was = "hot". This inability to properly cool also lead to percolation of the = fuel still in the line or vapor locking as we all know it. This happens = in almost every certified fuel injection engine, due to hot soak. An = easy way to eliminate this is to use an auxiliary fuel pump to insure = that liquid fuel fills the line not gas, by running this pump for = approximately 10-15 seconds before attempting startup. Then you know = that enough fuel mist is being applied, instead of the excessively lean = amount during vapor lock. All carb engines should have a certain amount = of engine heat applied to the carb for proper atomization of the fuel = mixture, or commonly, fuel mixing. So yes Serge apply heat. =20 Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.htmlFrom serge.vidal@ate-international.com Thu Mar 11 01:04:02 2004 Received: from rissala173.outgw.tn ([193.95.17.173]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 1B1M6j-000Hlz-00 for krnet@mylist.net; Thu, 11 Mar 2004 01:04:01 -0800 Received: from tounes-22.ati.tn (tounes-22.ati.tn [193.95.66.22]) by rissala164.ingw.tn (8.12.9/8.12.9) with ESMTP id i2BAuutc009687 for ; Thu, 11 Mar 2004 09:56:56 -0100 (GMT) Received: from smtp1.planet.net.tn (smtp.planet.tn [193.95.123.25]) by tounes-22.ati.tn (8.12.8/8.12.8) with ESMTP id i2B7uFap001111 for ; Thu, 11 Mar 2004 09:56:15 +0200 (EET) Received: from sergevidal ([213.150.173.238]) by smtp1.planet.net.tn (Switch-3.1.3/Switch-3.1.0) with SMTP id i2BAvQsL005374 for ; Thu, 11 Mar 2004 09:57:27 -0100 (GMT) From: "Serge F. Vidal" To: "'KRnet'" Subject: RE: KR>Landing Gear Geometry Date: Thu, 11 Mar 2004 09:55:03 +0100 Message-ID: <000601c40746$8bb11540$2c0101c0@ate.com> MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook CWS, Build 9.0.2416 (9.0.2911.0) X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal In-reply-to: <017901c40709$bb9ee7b0$8c00a8c0@T1W419b> X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: serge.vidal@ate-international.com, KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Barry, I have even less weight on the tail (1.6 kg), and my header tank fills 48 liters. My heavy VW type IV engine has been pushed forward by 50mm also. My main wheels are slightly ahead of the main spar, say 80mm. And it works fine. Once you are on board, it's a different situation. Just keep the tail down when in the hangar! Serge Vidal KR2 ZS-WEC - Taildragger, VW powered (2.4 liter, dual electronic ignition) - Total aircraft time: 390h - Aircraft hangared at: Orleans, France - Pilot moaning in: Tunis, Tunisia E-mail: serge.vidal@ate-international.com -----Original Message----- From: krnet-bounces+serge.vidal=ate-international.com@mylist.net [mailto:krnet-bounces+serge.vidal=ate-international.com@mylist.net]On Behalf Of Barry Kruyssen Sent: Thursday, March 11, 2004 02:40 To: KRnet Subject: KR>Landing Gear Geometry Hi, My KR2 has the original retractable gear which has been fixed in place. See bottom of http://users.tpg.com.au/barryk/KR2.htm page for pictures how it is mounted. The CofG is right at the forward limit with full fuel and me in the aircraft. I only have 2.2Kg (4.9lbs) on the tail wheel when sitting empty, tail down on a level surface. When I pick the tail up it wants to fall on it's nose. If I put fuel in the header tank it will probably fall forward (not game to try). Is this normal? If not what weight should I have on the tail wheel? Can someone please tell me the distance of wheel axle to the leading edge when in the flying attitude so I can check mine. Thanks Barry Kruyssen Cairns, Australia kr2@BigPond.com http://users.tpg.com.au/barryk/KR2.htm _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Thu, 11 Mar 2004 10:01:16 +0100 From: "Serge F. Vidal" To: "'KRnet'" Subject: RE: KR>Carb icing & size Message-ID: <000701c40747$6a11a430$2c0101c0@ate.com> In-Reply-To: <00d801c40745$ea2270c0$99ef0843@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 20 <. So yes Serge apply heat.> OK. To the intake air, or to the carb body? Serge Vidal KR2 ZS-WEC - Taildragger, VW powered (2.4 liter, dual electronic ignition) - Total aircraft time: 390h - Aircraft hangared at: Orleans, France - Pilot moaning in: Tunis, Tunisia E-mail: serge.vidal@ate-international.com ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 337, Issue 1 ************************************* ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================