From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 123 Date: 9/16/2004 8:59:35 PM 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. AvWeb's notes on the GA security Bill (Richard Green) 2. Electrical System Schematic (Dan Heath) 3. RE: vortex generators (Doug Rupert) 4. Cylinder cooling problens (Ron Eason) 5. Re: vortex generators (idrawtobuild@ncinternet.net) 6. Vortex generators (Colin & Bev Rainey) 7. Opening the envelope (AVM Mail) 8. Re: Opening the envelope (Barry Kruyssen) 9. RE: Opening the envelope (Wolfgang Decker) 10. Baffle (Stephen and Janet Henderson) 11. project update (Mark Langford) 12. Re: Baffle (Mark Langford) 13. Re: Baffle (Stephen and Janet Henderson) ---------------------------------------------------------------------- Message: 1 Date: Thu, 16 Sep 2004 02:05:03 -0700 (PDT) From: Richard Green Subject: KR> AvWeb's notes on the GA security Bill To: KRnet Message-ID: <20040916090503.39406.qmail@web81606.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii New York Congressman Hears GA Concerns… A New York congressman has pledged to work with general aviation groups and other members of Congress to address GA security concerns without unduly disrupting the industry. Rep. Anthony Weiner (D-N.Y.) caused a big flap in Washington last week when he proposed a bill that would require airline-type security measures for all non-air-carrier aircraft. Weiner spokesman Anson Kaye told AVweb that on Wednesday, Weiner told the House Committee on Transportation and Infrastructure he would not introduce the bill as written and would consult with GA groups and other members of Congress on ways to achieve the bill's goals without crushing the industry. (Just maiming it.) Weiner's bill would have required the same level of screening for passengers on charter, air taxi and other non-scheduled services as is required for airlines. It would also prevent non-air-carrier aircraft from flying within 1,500 feet of any building or over a city with more than a million inhabitants. Aviation groups were naturally outraged. ...What He Meant, Not What He Said... While the effect of the proposed bill would be enormous, it had its start with a very narrow focus. Weiner told the House Committee on Wednesday that his primary focus was on helicopters but that he'd try to fashion a bill that accommodated the full range of GA security concerns. Weiner spokesman Kaye said, "There are a lot of people who are worried about how close those helicopters fly to their residences" in the city's taller buildings and that those concerns prompted the bill. Washington insiders told AVweb that Weiner's bill was a political long shot at best, and was unlikely to make it into the current legislative session, which ends in a few days. Weiner's comments on Wednesday virtually assure it won't see light of day in the current session. Said Kaye, "It seems appropriate to start thinking about how to make our skies safer from not only jumbo jets but from smaller aircraft." ...AOPA Pledges To Help Kaye said the congressman is not particularly worried about the practical implications of such a bill. He said it would be easy for the Transportation Security Administration to distribute their watch list to small aircraft operators. As for the physical screening of passengers and baggage, he said such measures are accepted as necessary. "For better or for worse, people are getting used to it," he said. AOPA spokesman Chris Dancy said his organization is willing to help Weiner modify his bill. "We'd like to work with Congressman Weiner to develop legislation that addresses his concerns but isn't a detriment to general aviation." Dancy said Weiner had obviously heard the concerns of the GA community. "We were pleased to hear him recognize that the original legislation was too broad." ------------------------------ Message: 2 Date: Thu, 16 Sep 2004 06:07:39 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Electrical System Schematic To: "krnet@mylist.net" Cc: Jerry Mahurin Message-ID: <414965EB.000003.03116@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" If you are having trouble getting started on your electrical, this may help you. I had a lot of help as is documented in the image window on this page. If you want to see the schematic drawing, click on the link in the image window. Read the directions first, on how to get it. Go here first. This is also available in the drop down menu, under Electrical, on the home page. http://kr-builder.org/Electrical/index.html "There is a time for building and a time for GOING TO THE GATHERING, and the time for building has long since expired." See you in Mt. Vernon - 2004 - KR Gathering http://KRGathering.org See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC ------------------------------ Message: 3 Date: Thu, 16 Sep 2004 10:11:18 -0400 From: "Doug Rupert" Subject: RE: KR> vortex generators To: "'KRnet'" Message-ID: <000a01c49bf7$09ad5b80$0186acce@office> Content-Type: text/plain; charset="us-ascii" Same type of setup used in many of the newer type turbo induction systems for racing applications. They are used to help insure a more complete mixture of gas and air. Doug Rupert Mike, I think the purpose of vortex generators is to "create" turblent air, hence the name. If anything, you might want some baffles that smooth out and direct the airflow. Vortex generators on the wing creates a turbulent flow that helps to keep the airflow "stuck" to the wing at higher angles of attach. Larry Flesner ------------------------------ Message: 4 Date: Thu, 16 Sep 2004 08:04:32 -0700 From: "Ron Eason" Subject: KR> Cylinder cooling problens To: KRnet Message-ID: <200409160804.AA102498914@jrl-engineering.com> Content-Type: text/plain; charset=us-ascii Air entering a enclosure tends to cling to the surfaces that define the enclosure [it's called the corona effect]. By placing a screen that has a large free area [say 90% or 85%] in the lower velocity sections of the enclosure duct; will force the air to flow in the center or distribute the flow more envenly inside the duct. It will add pressure drop though. After the screen, add turning vanes to direct the flow down through the cylinders. This my solve the air distribution problems over the cylinders. We use this method of design in air duct design. KRron ---------- Original Message ---------------------------------- From: "Doug Rupert" Reply-To: KRnet Date: Thu, 16 Sep 2004 10:11:18 -0400 Same type of setup used in many of the newer type turbo induction systems for racing applications. They are used to help insure a more complete mixture of gas and air. Doug Rupert Mike, I think the purpose of vortex generators is to "create" turblent air, hence the name. If anything, you might want some baffles that smooth out and direct the airflow. Vortex generators on the wing creates a turbulent flow that helps to keep the airflow "stuck" to the wing at higher angles of attach. Larry Flesner _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ________________________________________________________________ Sent via the WebMail system at jrl-engineering.com ------------------------------ Message: 5 Date: Thu, 16 Sep 2004 10:02:50 -0700 From: Subject: Re: KR> vortex generators To: "KRnet" Message-ID: <000401c49c0f$001a90c0$0f00a8c0@greg> Content-Type: text/plain; charset="iso-8859-1" Larry I remember some of the EZ pilots using the Vortex generators. I couldn't say for sure, but they seemed to place them between the Vertilons in front of the ailerons to insure that they still had control on approach and landing. I remember them saying that it helps speed up the air passing over the wing. I think that it's the speed that keeps the air next to the wing and ailerons. That's the only application I have seen up close. I only had the Vertilons on my EZ. I never installed any Vortex generators. Greg Martin > Vortex generators on the wing creates a turbulent flow that helps to > keep the airflow "stuck" to the wing at higher angles of attach. > > Larry Flesner > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 6 Date: Thu, 16 Sep 2004 14:40:25 -0400 From: "Colin & Bev Rainey" Subject: KR> Vortex generators To: "KRnet" Message-ID: <005a01c49c1c$a1fc4b60$63472141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Vortex generators for aviation are used to prevent what is called as boundary layer separation, as Larry referred to. At high angles of attack the relative wind strikes the leading edge at a more severe angle causing it to deflect up and pass over the wing but with an increasing distance. The angle also causes a turbulence in the air flow that destroys lift, starting at the trailing edge and moving forward to the leading edge. This is in effect the wing gradually stalling, and is why you must lower the nose to begin flying again in stall recovery, to restore proper airflow over the wing. The small vortices as they are called caused by the angled deflectors attached to or near the leading edge disrupt the smooth flow of air causing a small vacuum to occur next to the skin of the wing. This has the effect of "sucking" the boundary layer down to stay in contact with the wing when the angle of attack would normally cause the air to deflect and go high over the wing, losing lift in the process. That is how they can lower the stall speed, effectively lowering the landing speeds and increasing control effectiveness at slower speeds. They are also small enough as to not significantly impact the cruise speeds of most aircraft that I have read about use them. Naturally there will be a point in speed where they will become significant, but for most aircraft in our realm minor if any effect. Turbulence created for intake manifolds is done to prevent separation, better atomization or mixing of the air/fuel mixture. This is especially important when the airflow is very fast or the engine is cold, when it is easy for the fuel to separate out of the mix and pool other places in the intake manifold. In early cars they had rough spots in the intake below the carb, in late models they have smooth throttle bodies, but rough intake castings to get that swirl for better mixing since in most cars the fuel is introduced at the intake valve by a fuel injector. If you make your own intake manifold for your aircraft engine, you may want to make sure you think about some of this. No heat at all, and no mixing action can lead to a big difference in fuel distribution across the cylinders. If you fly at any altitude higher than 1500MSL than you are going to get cooler air through the carb than on the ground plus a density change. Just some things to consider.... Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com http://kr-builder.org/Colin/index.html ------------------------------ Message: 7 Date: Thu, 16 Sep 2004 15:16:53 -0400 From: "AVM Mail" Subject: KR> Opening the envelope To: "KRnet" Message-ID: <001801c49c21$ba870080$9f9dd145@robbinsavm> Content-Type: text/plain; charset="iso-8859-1" Hello Net Back into the air again today. I did manage to increase the pitch on the prop. I used a protractor and recorded the old setting and the new. The numbers don't relate directly to the pitch, but are a reference so that I will know where I am. Static runup only produced 2800 RPM with most of the waste gate closed. The MP was 35". On the takeoff roll, the engine ran up to 31 and the MP stayed put. At 2500 MSL, I lowered the nose and let the plane accelerate. The GPS (working again) and the ASI did not agree. The GPS said 136 Kts and the ASI said 122. I managed to also get my Nav radio to track to the local omni. The air was real bumpy and I only stayed out for one hour. I will fly with the prop in it's current setting for the next few flights. I still has more waste gate to close and more throttle to open. So far 136 Kts or 156 MPH is not bad. Orma L. Robbins A&P/IA KR-2 N110LR Southfield, MI ------------------------------ Message: 8 Date: Fri, 17 Sep 2004 07:37:55 +1000 From: "Barry Kruyssen" Subject: Re: KR> Opening the envelope To: "AVM Mail" , "KRnet" Message-ID: <01d801c49c35$6f836ba0$7000a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" I can hardly wait to hear what your final numbers are! Barry ----- Original Message ----- From: AVM Mail To: KRnet Sent: Friday, September 17, 2004 5:16 AM Subject: KR> Opening the envelope Hello Net Back into the air again today. I did manage to increase the pitch on the prop. I used a protractor and recorded the old setting and the new. The numbers don't relate directly to the pitch, but are a reference so that I will know where I am. Static runup only produced 2800 RPM with most of the waste gate closed. The MP was 35". On the takeoff roll, the engine ran up to 31 and the MP stayed put. At 2500 MSL, I lowered the nose and let the plane accelerate. The GPS (working again) and the ASI did not agree. The GPS said 136 Kts and the ASI said 122. I managed to also get my Nav radio to track to the local omni. The air was real bumpy and I only stayed out for one hour. I will fly with the prop in it's current setting for the next few flights. I still has more waste gate to close and more throttle to open. So far 136 Kts or 156 MPH is not bad. Orma L. Robbins A&P/IA KR-2 N110LR Southfield, MI _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 9 Date: Thu, 16 Sep 2004 19:57:51 -0400 From: "Wolfgang Decker" Subject: RE: KR> Opening the envelope To: "AVM Mail" , "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" Orma, did the difference in airspeed also show when you turned 180 degrees? Maybe you had a 14 knot tailwind? Still, pretty neat in terms of going forward. Good work. Wolfgang -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of AVM Mail Sent: Thursday, September 16, 2004 3:17 PM To: KRnet Subject: KR> Opening the envelope Hello Net Back into the air again today. I did manage to increase the pitch on the prop. I used a protractor and recorded the old setting and the new. The numbers don't relate directly to the pitch, but are a reference so that I will know where I am. Static runup only produced 2800 RPM with most of the waste gate closed. The MP was 35". On the takeoff roll, the engine ran up to 31 and the MP stayed put. At 2500 MSL, I lowered the nose and let the plane accelerate. The GPS (working again) and the ASI did not agree. The GPS said 136 Kts and the ASI said 122. I managed to also get my Nav radio to track to the local omni. The air was real bumpy and I only stayed out for one hour. I will fly with the prop in it's current setting for the next few flights. I still has more waste gate to close and more throttle to open. So far 136 Kts or 156 MPH is not bad. Orma L. Robbins A&P/IA KR-2 N110LR Southfield, MI _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 10 Date: Thu, 16 Sep 2004 21:40:51 -0400 From: "Stephen and Janet Henderson" Subject: KR> Baffle To: "KRnet" Message-ID: <003701c49c57$5de60520$0f02a8c0@laptop> Content-Type: text/plain; charset="iso-8859-1" Hello everyone, Does anyone know where I can buy some cooling baffle boxes for an 1835 VW engine? I have seen them used on Sonerai's but I don't know if you can buy them or the instructions to make them. Thank you, Steve ------------------------------ Message: 11 Date: Thu, 16 Sep 2004 20:58:39 -0500 From: "Mark Langford" Subject: KR> project update To: "KRnet" Message-ID: <01f801c49c59$da3c8c00$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" KRnetHeads, It's been kinda quiet so I thought I'd throw this out there. My progress has slowed somewhat, but I've still managed 21 hours a week on average for the last few weeks, so Jeff Scott was right when he said the pace picks up toward the end. I just finished remounting my seat belts. I had to send them back to Hooker to have the proper ends put on them. I asked for 45 degrees, but got 30's since they were out of 45's, so I redesigned the mounts and had them replace them with straight attachment points, which worked out better anyway. I've "final sanded" one wing and the flap and aileron that go along with it, and applied the final coat of primer that I'm going to fly it with. I still have one more to go though. They are rougher than you might think. I've had to modify the rudder cables too. Previously, the cables went from the pedals to a turnbuckle about half way back to the rudder, and then a cable that went on from there to the rudder. I was going to just swage the tailwheel cables straight to the rudder cable, with no springs but a little slack, as Troy is flying. He swears by it, saying you need all the tailwheel control you can get. Well, when I swaged the first one the tailwheel had moved, so I accidently locked in about 15 degrees of difference between tailwheel and rudder. So I cut it out and did it right, with an added pair of turnbuckles for the tailwheel cables sprouting from the original turnbuckles. I'm still not entirely done with it, but the end result will be that I will be able to adjust them perfectly in line, or maybe dial end some bias between them if it turns out I need it (for the transition between tail down and tail up). I'll document it when I'm done, but I like the way it's going to work. I got my Repairman Certificate from the FAA today too. Life is good... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 12 Date: Thu, 16 Sep 2004 21:02:10 -0500 From: "Mark Langford" Subject: Re: KR> Baffle To: "KRnet" Message-ID: <01fe01c49c5a$58414a00$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Steve wrote: > Does anyone know where I can buy some cooling baffle boxes for an > 1835 VW engine? I have seen them used on Sonerai's but I don't know if > you can buy them or the instructions to make them. See http://www.greatplainsas.com/scpg41.html , Baffling Manual and Templates. Maybe that'll get you there. Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 13 Date: Thu, 16 Sep 2004 22:11:00 -0400 From: "Stephen and Janet Henderson" Subject: Re: KR> Baffle To: "KRnet" Message-ID: <004f01c49c5b$94104df0$0f02a8c0@laptop> Content-Type: text/plain; charset="iso-8859-1" Thanks Mark! I just ordered the book online. This book looks like it might have what I am looking for. Steve ----- Original Message ----- From: "Mark Langford" To: "KRnet" Sent: Thursday, September 16, 2004 10:02 PM Subject: Re: KR> Baffle > Steve wrote: > > > Does anyone know where I can buy some cooling baffle boxes for > > an 1835 > > VW engine? I have seen them used on Sonerai's but I don't know if > > you can > > buy them or the instructions to make them. > > See http://www.greatplainsas.com/scpg41.html , Baffling Manual and > Templates. Maybe that'll get you there. > > Mark Langford, Huntsville, Alabama > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 123 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================