From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 143 Date: 9/30/2004 8:59:36 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. Re: Re:Germany trip (J?rgen Thiesen) 2. Re: G limit (GavinandLouise) 3. Re: Any flying KR's for sale? (Jim Sellars) 4. G limit (Oscar Zuniga) 5. Re: Installation of Jabiru 2200 Engine (J?rgen Thiesen) 6. Re: G limit (Ron Butterfield) 7. Re: G limit and new to list intro (Matthew Elder) 8. Re: Installation of Jabiru 2200 Engine (patrusso) 9. RE: Any flying KR's for sale? (Ron Freiberger) 10. G limit (Oscar Zuniga) 11. RE: Carbon Fiber interference (Doug Rupert) 12. Comments Please on Fuel System Change (Dan Heath) 13. Re: G limit (Dan Heath) 14. Congratulations!!!!! (Mark Jones) 15. Check valve (JIM VANCE) 16. Re: Installation of Jabiru 2200 Engine (Barry Kruyssen) 17. Re: Installation of Jabiru 2200 Engine (Barry Kruyssen) 18. Re: Check valve (Dan Heath) 19. Comments Please on Fuel System Change (larry flesner) 20. Re: Check valve (TNCOMPRESSORMAN@aol.com) 21. Re: Congratulations!!!!! (pole shed) ---------------------------------------------------------------------- Message: 1 Date: Thu, 30 Sep 2004 07:45:33 +0000 From: J?rgen Thiesen Subject: Re: KR> Re:Germany trip To: KRnet Message-ID: <200409300745.33960.j.thiesen@thiesen.com> Content-Type: text/plain; charset="iso-8859-1" Hi Mark, I live in Germany and want to meet you if you want. I am in the begining to build a KR2. If you can meet me, can you bring to me a set of plans from the KR2S? My location is in Fulda, it is near to Frankfurt. If you come to Frankfurt, I can drive you with my car... I am in contact with Herbert Fuerle, so I can inform Herbert, that you are in Germany and we can meet us.. To what cities will you come in Germany? I hope we can meet us Juergen Am Mittwoch, 29. September 2004 12:58 schrieb Mark Langford: > Serge wrote: > > Are you going to France by any chance? If yes, let me know!! > > Nope, sorry, just Germany, Switzerland, and a little bit of Austria. > I lived in Germany for three years, two while in the Air Force and > another year after I got out. I really enjoyed the people and their > way of life... > > Mark Langford, Huntsville, AL > N56ML at hiwaay.net > see KR2S project N56ML 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 ------------------------------ Message: 2 Date: Thu, 30 Sep 2004 18:12:40 +1000 From: "GavinandLouise" Subject: Re: KR> G limit To: "Wesley Scott" , "KRnet" Message-ID: <004301c4a6c5$4167b420$0100000a@vic.bigpond.net.au> Content-Type: text/plain; charset="iso-8859-1" . > >> Because you have added to the length of the wing you have added to >> the > bending moment at the fuselage (the lift loads are farther from the > fuselage). > I disagree that lift loads are much larger farther from the fuselage on the new 504xx wing designs! Maybe someone can shed some light on this? the chord of the wing decreases as the wing tapers to the tip, therefore reducing the available lift as the wing tapers due to reduces area. Now I know that there is a leverage component added as the wing gets further from the attach fittings but is this compensated for by the reduced wing area as it tapers away? Also it is important to remember that the wing (in the case of the standard KR wing design with a constant chord) doesn't lift the plane at the tip thus producing a huge leverage moment at the tip, the lift is evenly distributed over the span thus trying to lift the wing almost vertically evenly, and not having the so called bending moment as some think. So I wonder if there is more force on the attach fittings in a vertical shear than in a tension and compression scenario as first thought??? Maybe someone can shed some light on this. Gav ------------------------------ Message: 3 Date: Thu, 30 Sep 2004 09:09:48 -0300 From: "Jim Sellars" Subject: Re: KR> Any flying KR's for sale? To: "KRnet" Message-ID: <004b01c4a6e6$62909d30$6985c345@laptop> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Gene: I have a trike subaru powered beauty located in eastern Canada. If we were to hurry up before the snow flies I could consider bringing it to you. I'm asking 18000 CDN, This little bird is a standard KR-2 so not the executive seating room we're used to but a good reliable flier. New everything since a complete re-build, cruise is about to change as I just added a new prop but haven't had a chance to test the performance, but it should be much improved. Best numbers so far with the old prop, 125 cruise and 700 ft/min climb @ 70 mph. Comes with a radio, and gps, let me know if you'd like to talk more, meanwhile I am trying to arrange photos to follow. Jim 506-856-7977 ----- Original Message ----- From: "Gene Hamilton" To: Sent: Tuesday, September 28, 2004 9:07 PM Subject: KR> Any flying KR's for sale? > Hello, I am new to this list. I have read thru the archives and done > quite > a > bit of research on KR's. Unfortunately, I do not have the time or the > place > to build one. Does anyone know of a nice, already flying and airworthy > KR-1 > or KR-2 for sale. I am looking to spend around $10,000 maybe a little more > for the right one located in the midwest. It does not have to be anything > too fancy, just airworthy and fun to fly. > Thanks, > Gene > genelhamilton@hotmail.com > > _________________________________________________________________ > FREE pop-up blocking with the new MSN Toolbar - get it now! > http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/ > > > -------------------------------------------------------------------------------- > _______________________________________ > 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: 4 Date: Thu, 30 Sep 2004 08:02:47 -0500 From: "Oscar Zuniga" Subject: KR> G limit To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Gav wrote- >Also it is important to remember that the wing (in the case of the >standard KR wing design with a constant chord) doesn't lift the plane >at the tip thus producing a huge leverage moment at the tip, the lift >is evenly distributed over the span thus trying to lift the wing almost >vertically evenly, and not >having the so called bending moment as some think. What changes is the distance from the "anchor point" at the fuselage, and moment is force times distance. The force may be evenly distributed from root to tip (or nearly so), but the distance to the point of application is varying. Take a look at the wings of the Rutan "Voyager" taking off and you'll see how the wings take on the shape of a parabola and you'll get an idea of what is happening. Regardless, as many have pointed out on this list, I don't believe anyone has ever broken a wing spar on a KR or had the wings fail, so what are we analyzing? Oscar Zuniga San Antonio, TX ------------------------------ Message: 5 Date: Thu, 30 Sep 2004 13:24:13 +0000 From: J?rgen Thiesen Subject: Re: KR> Installation of Jabiru 2200 Engine To: KRnet Message-ID: <200409301324.13143.j.thiesen@thiesen.com> Content-Type: text/plain; charset="iso-8859-1" Hi Barry, you have the wrong links in your "http://users.tpg.com.au/barryk/ jabiru_engine.htm" because you have take "Backslash" insted of "Slash". But the Photos are very fine... How long is your engine-holder, to take the CG on the right point? For other : you can show the pictures at: http://users.tpg.com.au/barryk/images/Jabiru_Engine/100_1385.JPG to 100_1402.JPG Juergen Am Mittwoch, 29. September 2004 23:39 schrieb Barry Kruyssen: > Hi all, > > While you've be having fun at a "THE" gathering I've been installing > my engine. > > Here are some photos, I've not added any comments to the photos yet > (they'll come later) http://users.tpg.com.au/barryk/jabiru_engine.htm > > Back to installing the engine > > Barry Kruyssen > Cairns, Australia > RAA 19-3873 > > 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 ------------------------------ Message: 6 Date: Thu, 30 Sep 2004 09:16:19 -0400 From: Ron Butterfield Subject: Re: KR> G limit To: KRnet Message-ID: <6.1.2.0.0.20040930091340.01afdec0@pop.mebtel.net> Content-Type: text/plain; charset="us-ascii"; format=flowed At 04:12 AM 9/30/04, Gavin wrote: >I disagree that lift loads are much larger farther from the fuselage on >the new 504xx wing designs! Maybe someone can shed some light on this? >the chord of the wing decreases as the wing tapers to the tip, >therefore reducing the available lift as the wing tapers due to reduces >area. A paper on load distrubution and how to calculate (close but approximate) the mean aerodynamin chord for a tapered wing is at this link: http://www.bd5.com/BedeDesign15.jpg So, the slightly conservative calculation for bending load on the spar would be half the maximum G-load gross weight of the plane at a lever arm of the MAC distance. Regards, RonB ------------------------------ Message: 7 Date: Thu, 30 Sep 2004 09:53:37 -0700 (PDT) From: Matthew Elder Subject: Re: KR> G limit and new to list intro To: KRnet Message-ID: <20040930165337.88586.qmail@web13904.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii Hey all.. I'm new to the list, though I've been building for about a year. You may have stopped by my site already, and I've pestered quite a few of you on occasion, so some know who I am :-) I had some thoughts on the G-limit questions, and it sounds like the discussion is heading more towards wing theory pretty soon. Constant span-wise lift distribution is not a very efficient design (though it is cheap and easy; maybe more like cheap because it's easy... i dunno). Wing structure has to be made stronger all the way out, because as you guys pointed out in other emails, the wing spar is you basic cantilevered beam problem. (Yes, not exactly that simple, but for the purpose of discussion we'll treat it as such) Supposedly, an elliptical distribution is the most efficient insofar as strength-to-weight goes. Tapered wings closely approximate this distribution, especially when washout (geometrical twist of the wing) is considered. If you look at the stock spars in a KR1, 2 or any tapered wing aircraft design, you'll note that they look pretty wimpy on the ends. Elliptical wings such as those on the P-47 Thunderbolt and the Spitfires of WWII era were pretty damned good too :-) Elliptical planform wings however are expensive and difficult to make (production-line wise) which is I think one reason we don't see them much on GA aircraft. Aerodynamically speaking, you get better roll-rates with most of your lift being generated near the root, but generally less stability (hand in hand kinda thing, but remember, the weight is distributed is the same way, but opposite sense that the lift is distributed, in effect changing your moments of inertia). It's tough to compare apples to apples with wings because so many variables go into making one. You can't just say take this with this and you get that. Any variable has a portion to do with another variable... Sounds like dependency problem to me... :-) That's what it's an optimization PROCESS instead of a recipe. I could go on and on about the different stuff, but there are many books by many great minds. Daniel P. Raymer comes to mind... Anyways back to the question at hand. G-Limits.... I have of course changed my spars, spans and wing attach locations slightly, along with making the spars deeper to accommodate a different airfoil, but I ran some FEA's which agreed with the simple calcs I did by hand. Loading for my particular setup was +/- 10G's, and that was the WAF's breaking. My through bolts would break at 11G's (which means they're about the right size... ) and the spars are going to pieces around there too... Now, that's not to say I'm gonna go test it to that... Hah... I'll make the limit about 6+, 4- to give a safety factor that I'm comfortable with. By the way, the wing isn't the only thing catastrophic that can depart the aircraft that you need to figure out the effects of G-forces on! Sigh... Too long.. Sorry guys. Matt Elder ---------------------------------------------- melder "at" infinigral.com http://kr1.infinigral.com ------------------------------ Message: 8 Date: Thu, 30 Sep 2004 14:41:25 -0400 From: "patrusso" Subject: Re: KR> Installation of Jabiru 2200 Engine To: , "KRnet" Message-ID: <002301c4a71d$24c818c0$e4a972d8@3z4xt01> Content-Type: text/plain; charset="iso-8859-1" I have the very same question,...how long is that engine mount?? How heavy is the engine, will weight and balance be affected such that weight will need to be added to the rear? ----- Original Message ----- From: "Jürgen Thiesen" To: "KRnet" Sent: Thursday, September 30, 2004 9:24 AM Subject: Re: KR> Installation of Jabiru 2200 Engine > Hi Barry, > you have the wrong links in your "http://users.tpg.com.au/barryk/ > jabiru_engine.htm" because you have take "Backslash" insted of > "Slash". But the Photos are very fine... How long is your > engine-holder, to take the CG on the right point? For other : you can > show the pictures at: > http://users.tpg.com.au/barryk/images/Jabiru_Engine/100_1385.JPG > to 100_1402.JPG > > Juergen > > Am Mittwoch, 29. September 2004 23:39 schrieb Barry Kruyssen: > > Hi all, > > > > While you've be having fun at a "THE" gathering I've been installing > > my engine. > > > > Here are some photos, I've not added any comments to the photos yet > > (they'll come later) > > http://users.tpg.com.au/barryk/jabiru_engine.htm > > > > Back to installing the engine > > > > Barry Kruyssen > > Cairns, Australia > > RAA 19-3873 > > > > 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 > > > _______________________________________ > 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, 30 Sep 2004 14:56:56 -0400 From: "Ron Freiberger" Subject: RE: KR> Any flying KR's for sale? To: "'Jim Sellars'" , "'KRnet'" Message-ID: <000f01c4a71f$436ae440$7819c944@disoganized> Content-Type: text/plain; charset="us-ascii" An nice message, but things like this ought to be addressed to the intended recipient, which we can clearly see is genelhamilton@hotmail.com Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) -----Original Message----- From: krnet-bounces+rfreiberger=swfla.rr.com@mylist.net [mailto:krnet-bounces+rfreiberger=swfla.rr.com@mylist.net] On Behalf Of Jim Sellars Sent: Thursday, September 30, 2004 8:10 AM To: KRnet Subject: Re: KR> Any flying KR's for sale? Gene: I have a trike subaru powered beauty located in eastern Canada. If we were to hurry up before the snow flies I could consider bringing it to you. I'm asking 18000 CDN, This little bird is a standard KR-2 so not the executive seating room we're used to but a good reliable flier. New everything since a complete re-build, cruise is about to change as I just added a new prop but haven't had a chance to test the performance, but it should be much improved. Best numbers so far with the old prop, 125 cruise and 700 ft/min climb @ 70 mph. Comes with a radio, and gps, let me know if you'd like to talk more, meanwhile I am trying to arrange photos to follow. Jim 506-856-7977 ----- Original Message ----- From: "Gene Hamilton" To: Sent: Tuesday, September 28, 2004 9:07 PM Subject: KR> Any flying KR's for sale? > Hello, I am new to this list. I have read thru the archives and done quite > a > bit of research on KR's. Unfortunately, I do not have the time or the > place > to build one. Does anyone know of a nice, already flying and airworthy > KR-1 > or KR-2 for sale. I am looking to spend around $10,000 maybe a little more > for the right one located in the midwest. It does not have to be anything > too fancy, just airworthy and fun to fly. > Thanks, > Gene > genelhamilton@hotmail.com > > _________________________________________________________________ > FREE pop-up blocking with the new MSN Toolbar - get it now! > http://toolbar.msn.click-url.com/go/onm00200415ave/direct/01/ > > > ------------------------------------------------------------------------ -------- > _______________________________________ > 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 ------------------------------ Message: 10 Date: Thu, 30 Sep 2004 14:25:48 -0500 From: "Oscar Zuniga" Subject: KR> G limit To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed For a few pictures and info on a test that was done on some alternatives for the main spars of my "KR construction trainer", see http://flysquirrel.net/wing/spartest.html . Granted, the wing design is considerably different from the KR and it's a strut-braced wing, but if anybody wants to build and test a KR spar, it's not beyond reason to try. And I know there have been KR builders in European countries that have had to actually load test their KR wings for certification of the design G limits. A search in the KR archives for "load test" would probably turn those up. Oscar Zuniga San Antonio, TX ------------------------------ Message: 11 Date: Thu, 30 Sep 2004 16:24:44 -0400 From: "Doug Rupert" Subject: RE: KR> Carbon Fiber interference To: "'KRnet'" Message-ID: <001e01c4a72b$8736bbc0$4304e440@office> Content-Type: text/plain; charset="us-ascii" From what I have been able to glean from various articles and talking with several radio techs, the only around the problem is external antennae. I plan on using Kevlar for high stress areas and "S-glass" for the rest. Doug Rupert A couple of people have mentioned that carbon fiber interferes with radio signals. Any way to avoid this? Other thoughts? Dean Cooper ------------------------------ Message: 12 Date: Thu, 30 Sep 2004 17:23:27 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Comments Please on Fuel System Change To: "krnet@mylist.net" Message-ID: <415C794F.000003.04044@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" You may have seen my fuel system layout for a dual Facet pump system, in parallel, off a gravity feed system to an Ellison Carb. I am thinking about making a change and using a check valve on one side of this system instead of the Facet. The rated breakout pressure on the Andair check valve is .4- 7 psi. My thinking is that it is a bit more simple and gives me a complete gravity feed backup to the Facet, should it or the electrical system fail. Comments please. "There is a time for building and a time for FLYING, and the time for building has long since expired." See you in Mt. Vernon - 2005 - KR Gathering http://KRGathering.org See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC ------------------------------ Message: 13 Date: Thu, 30 Sep 2004 17:28:54 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> G limit To: "krnet@mylist.net" Message-ID: <415C7A96.000005.04044@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" RE: Regardless, as many have pointed out on this list, I don't believe anyone has ever broken a wing spar on a KR or had the wings fail, so what are we analyzing? Oscar Zuniga San Antonio, TX I am with you Oscar, what is the point of this? And how much more analysis is required? "There is a time for building and a time for FLYING, and the time for building has long since expired." See you in Mt. Vernon - 2005 - KR Gathering http://KRGathering.org See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC ------------------------------ Message: 14 Date: Thu, 30 Sep 2004 18:42:55 -0500 From: "Mark Jones" Subject: KR> Congratulations!!!!! To: "KR Net" Message-ID: <008301c4a747$3a96e260$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" To Larry Flesner. His beautiful example of the KR is featured in Sport Aviation's October issue which is hot off the press. Larry's KR is on page 93 in the "What our members are building and restoring". 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 ------------------------------ Message: 15 Date: Thu, 30 Sep 2004 20:03:32 -0500 From: "JIM VANCE" Subject: KR> Check valve To: "krnet" Message-ID: <003001c4a752$79a611a0$0400a8c0@oemcomputer> Content-Type: text/plain; charset="iso-8859-1" Dan, If you have a breakout pressure of seven psi, wouldn't the fuel tank have to be more than 15 feet above the checkvalve? Jim ------------------------------ Message: 16 Date: Fri, 1 Oct 2004 11:10:00 +1000 From: "Barry Kruyssen" Subject: Re: KR> Installation of Jabiru 2200 Engine To: "KRnet" Message-ID: <004d01c4a753$61d48ba0$7000a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" I've been asked two questions. 1. The heat box is of normal fibreglass and epoxy resin with a flame retartant added to the resin during mixing. The heat box is mounted to the firewall and is bought from Jabiru. 2. The engine mount is 440mm long to compensate for the low 60kg engine weight. I calculated the engine mount length using the spreadsheet http://users.tpg.com.au/barryk/Doco/My_W_and_B.xls . I calculated an engine assebly CofG (engine, prop, spinner, heat clamp, engine mount rubbers and bolts, oil cooler, etc) and then added that to the real weights of the aircraft to work out the engine mount length to provide the optimum CofG for my expected use. Several people have checked my calculations and I hope it is right, after final assembly another W and B will be done to confirm the numbers as the are still some variables (cowling's real weight, wiring weight, oil cooler possition has changed, exhaust may change tomorrow, etc) I'm now reworking the instrument panel as the new guages don't fit nicely and this afternoon/evening I will start (and hopefully complete) the wiring. Then off to a flighin tomorrow in a Skyfox Gazelle, Sunday start the cowling, Tuesday the new prop should arrive. Next week I have to bleed the brakes, do a wheel allignment, finish the cowl, weights and balances annnnnnnnnnnnnnnnnnnnnnnnnnnd hopefully get it back out to the airport (I'm on holidays next week). Then, Monday 4th go to work for 2 weeks away from home :-( . I'm enjoying this engine refit enormously (though the pocket is hurting) Regards Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://users.tpg.com.au/barryk/KR2.htm ------------------------------ Message: 17 Date: Fri, 1 Oct 2004 11:17:39 +1000 From: "Barry Kruyssen" Subject: Re: KR> Installation of Jabiru 2200 Engine To: , "KRnet" Message-ID: <000c01c4a754$75be6540$7000a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" The links have been changed to "Slash" now. Thanks Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://users.tpg.com.au/barryk/KR2.htm ----- Original Message ----- From: Jürgen Thiesen you have the wrong links in your "http://users.tpg.com.au/barryk/ jabiru_engine.htm" because you have take "Backslash" insted of "Slash". But the Photos are very fine... ------------------------------ Message: 18 Date: Thu, 30 Sep 2004 21:35:59 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Check valve To: "krnet@mylist.net" Message-ID: <415CB47F.000005.02200@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Sorry, that did not come out right. It is .4 to .7 PSI. Thanks, "There is a time for building and a time for FLYING, and the time for building has long since expired." See you in Mt. Vernon - 2005 - KR Gathering http://KRGathering.org See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC -------Original Message------- From: KRnet Date: 09/30/04 20:58:07 To: krnet Subject: KR> Check valve Dan, If you have a breakout pressure of seven psi, wouldn't the fuel tank have to be more than 15 feet above the checkvalve? Jim _______________________________________ 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: 19 Date: Thu, 30 Sep 2004 22:07:21 -0500 From: larry flesner Subject: KR> Comments Please on Fuel System Change To: KRnet Message-ID: <3.0.6.32.20040930220721.00a4ee10@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" At 05:23 PM 9/30/04 -0400, you wrote: >You may have seen my fuel system layout for a dual Facet pump system, >in parallel, off a gravity feed system to an Ellison Carb. I am >thinking about making a change and using a check valve on one side of >this system instead of the Facet. The rated breakout pressure on the >Andair check valve is .4- 7 psi. My thinking is that it is a bit more >simple and gives me a complete gravity feed backup to the Facet, should >it or the electrical system fail. ++++++++++++++++++++++++++++++++++++++++++++++++++++++ Whichever way you go, do a complete flow test when the system is installed. You'll want at least 1.5 times the max gallon per hour flow rate that you expect the engine to need at full throttle in any flight attitude. If you get that it really doesn't matter what we think. That's the only thing needed to keep the engine running. :-) Larry Flesner ------------------------------ Message: 20 Date: Thu, 30 Sep 2004 23:52:39 EDT From: TNCOMPRESSORMAN@aol.com Subject: Re: KR> Check valve To: krnet@mylist.net Message-ID: <13d.32309a9.2e8e2e87@aol.com> Content-Type: text/plain; charset="US-ASCII" Dan, Should work fine, total electrical system failure might still allow the engine to run, if you are running a magneto and if the ellison can run on very low pressure. by the way .7psi = approx 2.3 +- ft head pressure, may possibly require a little more as all my figures are based on ft/water. gas does weigh 25% less than water. Best Regards, Riley Collins Rutledge, TN KR-2SS lycoming ------------------------------ Message: 21 Date: Thu, 30 Sep 2004 20:52:58 -0700 (PDT) From: pole shed Subject: Re: KR> Congratulations!!!!! To: KRnet Message-ID: <20041001035258.49499.qmail@web11001.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii A very nice way to add to the kudos for a great gathering. Larry Lipe _______________________________ Do you Yahoo!? Declare Yourself - Register online to vote today! http://vote.yahoo.com ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 143 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================