From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 38 Date: 4/21/2004 9:01:19 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: SNF, report from the front (Virgil Salisbury) 2. Re: Dynel / Ken's KR (Virgil Salisbury) 3. Re: Type 4 failures (Phil Matheson) 4. Type 4 Failures (Orma Robbins) 5. KR's/grass strip (larry flesner) 6. RE: KR's/grass strip (Doug Rupert) 7. Turbocharged Engines (Ron Eason) 8. Re: Type 4 failures (larry severson) 9. RE: KR's/grass strip (Kevin Angus) 10. SWRFI (kr2@spottedowl.biz) 11. Re: SWRFI (Bob Stone) 12. Re: Type 4 failures (Veeduber@aol.com) 13. Successful VW Conversion (Dan Heath) 14. Re: Successful VW Conversion (Veeduber@aol.com) 15. Re: type 4 Failures (Ryan) 16. RE: Successful VW Conversion (Murray Gill) 17. Canopy Latch Lock Mechanism (Dan Heath) 18. Re: Canopy Latch Lock Mechanism (Stowers) 19. Re: Canopy Latch Lock Mechanism (Dan Heath) 20. Re: type 4 Failures (danharris@pacific.net) 21. RE: type 4 Failures :rand robinson is out of WAF's (Kevin Angus) ---------------------------------------------------------------------- Message: 1 Date: Wed, 21 Apr 2004 00:05:38 -0400 From: Virgil Salisbury Subject: Re: KR> SNF, report from the front To: krnet@mylist.net Message-ID: <20040421.000539.392.1.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii The KR Dinner was a success because of the people attending, A GREAT bunch. Door prize info to follow Brian, Virg Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 2 Date: Tue, 20 Apr 2004 23:41:36 -0400 From: Virgil Salisbury Subject: Re: KR> Dynel / Ken's KR To: krnet@mylist.net Message-ID: <20040421.000539.392.0.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii Kens ORIGINAL KR=1 was powered by a 36hp VW, Virg On Mon, 19 Apr 2004 08:47:31 -0700 larry severson writes: > > >So how did Ken build a 480 pound KR2? > > Minimal day VFR. Get rid of all those extra instruments! > > > Was he using the same > >scales that measured the 180mph cruise, the 350 feet T.O. and 900 > >feet landing distance ? > > He was short and small. Light airplane & pilot, low fuel load, and a > turbo > VW engine = performance. > > To match his numbers: > 1. pilot weight 130# > 2. A/s, alt, v/s, compass, & minimal engine instr only > 3. no Dragonfly canopy or gull wing doors > 4. extra equipment - NADA! > 5. thick foam or extra f/g - no way. > > He built a MG TD (in auto talk) type airplane. Most of the KR2s I > have seen > try to be corvettes. > > > 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 > > Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 3 Date: Wed, 21 Apr 2004 21:55:44 +1000 From: "Phil Matheson" Subject: Re: KR> Type 4 failures To: "KRnet" Message-ID: <007e01c42797$a68e11d0$7197dccb@Office> Content-Type: text/plain; charset="iso-8859-1" Eduardo wrote: I think in armonic vibrations. What hapens if you put on it a PSRU? ----------- I have been discussing the ongoing questions of Direct Drive and the changes of a damaged crank. This is what I got from VW Engines, Now people might realize that the reality of direct drive engines is the probability of breaking a crank is high. Our gear drive engines are not subjected to: 1 The concertina effect of thrust on one end and the thrust bearing on the other. 2 Direct prop forces acting against the crankshaft placing very high loads which the crank was never designed for. 3 Cushioning devise minimising or eliminating harmonics back to the crankshaft. 4 The result of gearing allows the engine to produce optimum hp at a normal operation rpm range and produce efficient propeller rpm. The crankshaft is subjected to normal conditions that the engine was designed for in the first place. I am talking gear drive not belt drive because this also places a high belt tension load in one direction and even an out rigger bearing is not the complete solution in this case either. Ron Slender VW Engine Centre Phil Matheson matheson@dodo.com.au VH-PKR ( reserved) 61 3 58833588 See our VW Engines and Home built web page at http://www.vw-engines.com/ www.homebuilt-aviation.com/ ------------------------------ Message: 4 Date: Wed, 21 Apr 2004 07:57:48 -0400 From: "Orma Robbins" Subject: KR> Type 4 Failures To: "KRnet" Message-ID: <05d601c42797$deb49ca0$c724d445@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" Good morning Net This morning I got another update from Steve re his failures. The following is his reply to my request for more details. Orma I had 3 failures, they all seemed to crack in the same place. The 2 stock cranks cracked just past the bearing. and the crank sort of orbited around and spewed out oil out the front seal. I never had a prop strike and I ran my engines at 3200 rpm cruise because there was some speculation that if you ran them under 3000 rpm there were harmonics that were set up. I really don't know but that was why I went a different route. Good luck. Steve ------------------------------ Message: 5 Date: Wed, 21 Apr 2004 07:19:54 -0500 From: larry flesner Subject: KR> KR's/grass strip To: KRnet Message-ID: <3.0.6.32.20040421071954.008dfa90@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >Larry: Since yours is flying I need some real numbers on Takeoff and >Landing roll. Just made a deal with Bill Kirkland for his project and >now have to carve out a landing strip here at the farm. Doug Rupert ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Doug, Bottom line, you'll probably want 2000 feet to feel comfortable. That's probably hard to get on 11 acers. If the grass is kept short you should be off in 1000 feet solo but the KR really floats on landing if you don't get it slowed way down. Flaps AND a belly board would be nice along with good speed control. I haven't been trying for real short landings so far so I can probably cut that figure to 1500 on landing. I never touch my brakes until I can't hold the tail up any longer and it settles to the runway. It will stop faster on grass than new asphalt. I've only made one landing on grass and I had 3000 feet. Perhaps some of the fliers that operate off grass more could jump in here. Anyone operating on less than 1500 feet I'd like to hear about. I plan to work on some shorter strip here soon. Say hello to Bill. He used to fly his C-150 to the Gatherings. A real trooper. Larry Flesner ------------------------------ Message: 6 Date: Wed, 21 Apr 2004 12:49:09 -0400 From: "Doug Rupert" Subject: RE: KR> KR's/grass strip To: "'KRnet'" Message-ID: <002b01c427c0$9ac21030$6904e440@office> Content-Type: text/plain; charset="us-ascii" Count on it. Have to see him later this week to pay him and pickup the aircraft. Believe that I will opt for the Corvair or Mazda 13B instead of the EA81 he was planning on installing. Greater horsepower always comes in handy in a pinch. Turns out that Gary Ainsworth from the other list is a distant relative of Bill's. Pictures will be forwarded as available. 50% done 90% to go. Doug Rupert Simcoe Ontario -----Original Message----- From: krnet-bounces+drupert=sympatico.ca@mylist.net [mailto:krnet-bounces+drupert=sympatico.ca@mylist.net] On Behalf Of larry flesner Sent: Wednesday, April 21, 2004 8:20 AM To: KRnet Subject: KR> KR's/grass strip >Larry: Since yours is flying I need some real numbers on Takeoff and Landing >roll. Just made a deal with Bill Kirkland for his project and now have >to carve out a landing strip here at the farm. Doug Rupert ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Doug, Bottom line, you'll probably want 2000 feet to feel comfortable. That's probably hard to get on 11 acers. If the grass is kept short you should be off in 1000 feet solo but the KR really floats on landing if you don't get it slowed way down. Flaps AND a belly board would be nice along with good speed control. I haven't been trying for real short landings so far so I can probably cut that figure to 1500 on landing. I never touch my brakes until I can't hold the tail up any longer and it settles to the runway. It will stop faster on grass than new asphalt. I've only made one landing on grass and I had 3000 feet. Perhaps some of the fliers that operate off grass more could jump in here. Anyone operating on less than 1500 feet I'd like to hear about. I plan to work on some shorter strip here soon. Say hello to Bill. He used to fly his C-150 to the Gatherings. A real trooper. 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: 7 Date: Wed, 21 Apr 2004 12:02:23 -0500 From: "Ron Eason" Subject: KR> Turbocharged Engines To: "'KRnet'" Message-ID: <007301c427c2$6a7c3480$6501a8c0@Administration> Content-Type: text/plain; charset="iso-8859-1" Here is a good site for wastegates and blowoff valves. http://www.tialsport.com/ KRron ------------------------------ Message: 8 Date: Wed, 21 Apr 2004 09:58:19 -0700 From: larry severson Subject: Re: KR> Type 4 failures To: KRnet Message-ID: <5.2.1.1.0.20040421095653.00b60c18@pop-server.socal.rr.com> Content-Type: text/plain; charset="us-ascii"; format=flowed > > >Now people might realize that the reality of direct drive engines is the >probability of breaking a crank is high. One might consider the Great Plains Rear Drive (off the fly wheel) as the solution. Biggest bearing - isolated prop. Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Message: 9 Date: Wed, 21 Apr 2004 11:09:41 -0600 From: "Kevin Angus" Subject: RE: KR> KR's/grass strip To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" I have 1300 feet to play with (10 acres) and power lines so I'm looking at how to shorten the landing experience from planes that are designed to be STOL aircraft -> http://www.zenithair.com/stolch701/7-design-wing.html there is a vendor in Canada that sells wings with leading-edge slats that retract during flight (air pressure)..... -----Original Message----- From: krnet-bounces+kangus=talkcycle.com@mylist.net [mailto:krnet-bounces+kangus=talkcycle.com@mylist.net]On Behalf Of larry flesner Sent: Wednesday, April 21, 2004 6:20 AM To: KRnet Subject: KR> KR's/grass strip >Larry: Since yours is flying I need some real numbers on Takeoff and Landing >roll. Just made a deal with Bill Kirkland for his project and now have to >carve out a landing strip here at the farm. >Doug Rupert ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Doug, Bottom line, you'll probably want 2000 feet to feel comfortable. That's probably hard to get on 11 acers. If the grass is kept short you should be off in 1000 feet solo but the KR really floats on landing if you don't get it slowed way down. Flaps AND a belly board would be nice along with good speed control. I haven't been trying for real short landings so far so I can probably cut that figure to 1500 on landing. I never touch my brakes until I can't hold the tail up any longer and it settles to the runway. It will stop faster on grass than new asphalt. I've only made one landing on grass and I had 3000 feet. Perhaps some of the fliers that operate off grass more could jump in here. Anyone operating on less than 1500 feet I'd like to hear about. I plan to work on some shorter strip here soon. Say hello to Bill. He used to fly his C-150 to the Gatherings. A real trooper. 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: 10 Date: Wed, 21 Apr 2004 14:52:33 -0500 From: Subject: KR> SWRFI To: Message-ID: <000b01c427da$3917ee80$9c00a8c0@pbrain> Content-Type: text/plain; charset="iso-8859-1" Is there a list of people / planes that are going to be at the EAA Southwest Regional Fly-In (New Braunfells, TX) May 14-15? http://www.swrfi.org/default.htm Rand-Robinson and KRNet are not on the list of vendors. Are there any builders in the Bryan/College Station, TX area willing to show their incomplete projects? There isn't an EAA chapter here and the nearest ones (Waco and Austin) all seem to be building RVs. -- wesley scott kr2@spottedowl.biz ------------------------------ Message: 11 Date: Wed, 21 Apr 2004 15:28:35 -0500 From: "Bob Stone" Subject: Re: KR> SWRFI To: , "KRnet" Message-ID: <001201c427df$3902eda0$ba21f218@hot.rr.com> Content-Type: text/plain; charset="iso-8859-1" Wesley, There is an EAA Chapter in Killeen, Texas. I don't know what any of the members are building because I droped out but I do know the chapter is still there. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ----- Original Message ----- From: To: Sent: Wednesday, April 21, 2004 2:52 PM Subject: KR> SWRFI > Is there a list of people / planes that are going to be at the EAA Southwest > Regional Fly-In (New Braunfells, TX) May 14-15? > http://www.swrfi.org/default.htm > > Rand-Robinson and KRNet are not on the list of vendors. > > > Are there any builders in the Bryan/College Station, TX area willing to show > their incomplete projects? There isn't an EAA chapter here and the nearest > ones (Waco and Austin) all seem to be building RVs. > > -- > wesley scott > kr2@spottedowl.biz > > > > _______________________________________ > 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: 12 Date: Wed, 21 Apr 2004 17:12:50 EDT From: Veeduber@aol.com Subject: Re: KR> Type 4 failures To: krnet@mylist.net Message-ID: <15a.33016ba0.2db83dd2@aol.com> Content-Type: text/plain; charset="US-ASCII" In a message dated 4/21/2004 9:58:56 AM Pacific Daylight Time, larry2@socal.rr.com writes: > Now people might realize that the reality of direct drive engines is the > >probability of breaking a crank is high. > ---------------------------------------------------------------------- I think the above needs to be qualified by the fact most props get installed on the fan pulley end of the crankshaft, on a whimsically small bit of shafting never designed for that level of output and an engine away from the thrust bearing. I went several broken crank episodes with the Type I more than fifty years ago and came to the conclusion that the typical VW 'expert' didn't know his ass from his elbow. Indeed, it took only a modest amount of research to discover that of the four accepted experts of that era NONE had actually built a flying Volkswagen and only ONE had even flown behind such a thing. It was my dad who pointed out that he'd never heard of anyone any successful conversion in which the prop was attached to the pulley-hub. (Bernard Pietenpol tried it with the Model 'T' with mixed success. He readily admitted the 'A' model conversion -- with the prop on the clutch-end of the crankshaft -- was the best way to go.) After I put the prop on the other end of the crank flying became down-right boring :-) It amazes me that folks don't seem to realize that all of these fantastic prop/hub/bearing/crank modifications are band-aid-attempts to make a bad idea work. Expensive band-aids, too. To attach a prop to the clutch-end of the crankshaft all you need is a matching spacer. The idea that the engine is more difficult to mount or that the bell housing gets in the way is blown away the first time you see such an installation. In fact, the only reason they put the fan on the pulley-hub to begin with was because the original engines were FREE (ie, the 985cc twirler out of the 2WD Kubelwagen), only put out about 20hp and weighed barely a hundred pounds. They never lasted very long -- SOP was to replace the crankshaft ($17.00, US) every 200 hours or so, but the result was a flying club hack that could give you an hours flight-time for less than $5, a critical factor in post-WWII Europe with gasoline going for $2.50 a gallon... when you could get it. (Great Britain didn't go off rationing until the 1950's). Reality has never been aviation's strong suit. Nor hard-ball engineering, when you get right down to it. (The maximum sustainable output of ANY aircooled engine is determined by its ability to cool itself. Rather than counting fallacious horsepower you'd be better off counting the number of fins on the heads.) The fabled superiority of the Corvair over the VW probably stems from the fact they put the prop where it belongs. -R.S.Hoover ------------------------------ Message: 13 Date: Wed, 21 Apr 2004 17:31:06 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Successful VW Conversion To: "krnet@mylist.net" Message-ID: <4086E81A.000008.03556@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Bob Hoover, Do you not consider the Great Plains 2180 to be a successful conversion? If not, why not? There sure are a lot of them flying. Insurance companies seem to like them. I do agree, it sure would be nice to always put the prop on the big end and I have considered converting the engine that we have, but I want to fly the plane for a while before considering that anymore. There is a time for building and a time for flying, and the time for building has expired a long time ago. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org ------------------------------ Message: 14 Date: Wed, 21 Apr 2004 21:32:13 EDT From: Veeduber@aol.com Subject: Re: KR> Successful VW Conversion To: krnet@mylist.net Message-ID: Content-Type: text/plain; charset="US-ASCII" In a message dated 4/21/2004 2:32:10 PM Pacific Daylight Time, DanRH@AllTel.net writes: > Do you not consider the Great Plains 2180 to be a successful conversion? ---------------------------------------------------------- I think the engines from Great Plains are typical of what is available. I------------------------------------------------------------- If not, why not? ------------------------------------------------------------- There isn't a concise answer for that. And without meaning to sound like a put-down, there's a strong possibility you lack the background to appreciate the complete answer. You have to finish to win. Winning engines are not only powerful they are superbly reliable. Their reliability comes from a myriad of details not found in the typical flying Volkswagen even though those detail items have been found in winning VW engines for more than forty years (and may be found in all modern engines as a matter of course). Retrofitting those details to a VW engine calls for a good deal of skilled handi-work, well beyond the ken of the typical VW mechanic. In fact, most of those details are UNKNOWN to the typical VW mechanic. The truth is, when it comes to engines, especially VW's converted for flight, the typical homebuilder is technologically naive, their knowledge firmly based on a foundation of dune buggies and Conventional Wisdom. Valid information is available but like the man said, after leading the horse to water the rest of the job is up to the horse. ------------------------------------------------------------------------ > > There sure are a lot of them flying. Insurance companies seem > to like them. > ----------------------------------------------------------------------- Insurance companies seemed to like the SS Titanic too, along with her three sister ships :-) Simply because insurance companies seem to like a particular engine is no assurance it is the best powerplant. Indeed, if you ask Steve if he could make his engines better I'm sure he would say 'yes.' I'm equally sure he would then explain that most homebuilders shop by price rather than quality and that his first obligation is to remain in business. Insurance companies are a form of professional gambling. They only bet when the odds are in their favor. In the long term they can't help but win, but in the short term, without a sufficient history on which to calculate the odds, they simply refuse to play or insist on such a high premium as to make coverage impractical. -R.S.Hoover ------------------------------ Message: 15 Date: Wed, 21 Apr 2004 18:50:58 -0700 From: "Ryan" Subject: Re: KR> type 4 Failures To: Message-ID: <001d01c4280c$427ca4c0$6401a8c0@san.rr.com> Content-Type: text/plain; charset="iso-8859-1" This is from another list. Ryan 6:50.21.04 http://groups.yahoo.com/group/Q-LIST/message/10392 From: HawkiDoug@a... Date: Thu Jan 2, 2003 8:34 am Subject: VW type 4 fix For those who might be interested, here's what we have come up with as a fix to my prop hub coming off last fall. To recap briefly, the end of a type 4 crank has a smaller taper on the very end and a "sleeve" is fitted over the end and then machined for the Force One Prop hub. We are confident this was the weak link and the source of the failure. Steve Bennett of Great Plains and I looked at several solutions and the one both Steve & I liked best was to have a new crank made the way we want it made. It will actually be better than the std. VW crank. Cost= $1000.00. The other solutions looked to be about half this cost, so it was a no brainer for me to spend the extra money. I believe I will still have about $5500.00 invested in the engine. Steve sent a letter to his type 4 customers offering this option at his cost on this initial run. If things go as planned (do they ever?), I should be back in the air by early summer. Now, I have a question to you VW experts. What do you think of using Lycoming thread to seal the case halves with? See any problems doing this? Doug "Hawkeye" Humble Omaha NE N25974 A Sign Above ============================== If there are cranks failing I personally really want to know who and why. Tweedy and I are both getting older and would like to continue to do so without having experienced crank failure. So, this post is a call for any one with direct knowledge to sing out. Orma L. Robbins Southfield MI 19 Years flying KR-2 N110LR (Tweedy) http://www.aviation-mechanics.com ------------------------------ Message: 16 Date: Thu, 22 Apr 2004 12:05:44 +1000 From: "Murray Gill" Subject: RE: KR> Successful VW Conversion To: "KRnet" Message-ID: <000b01c4280e$525609c0$2202a8c0@ABT2400> Content-Type: text/plain; charset="iso-8859-1" OK Vee Dubber, you've got my attention. Let's assume we don't lack the background. How about giving us the complete answer so that myths can finally be separated from reality. I have embedded two questions in your reply. Thanks, Murray Gill > If not, why not? > > There isn't a concise answer for that. And without meaning to > sound like a put-down, there's a strong possibility you lack the background to > appreciate the complete answer. ------------------------------------------------------ > Winning engines are not only powerful they are superbly reliable. Their reliability comes >from a myriad of details not found in the typical flying Volkswagen OK what are these details? ---------------------------------------------------------------- > Valid information is available but like the man said, after leading the horse to > water the rest of the job is up to the horse. Where do I find the valid information? > ------------------------------------------------------------------------ > > > > There sure are a lot of them flying. Insurance companies seem to like them. great comments - I agree with you > ------------------------------ Message: 17 Date: Wed, 21 Apr 2004 22:07:08 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Canopy Latch Lock Mechanism To: "krnet@mylist.net" Message-ID: <408728CC.000003.03300@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" All the discussion a while ago, about canopy latches and locking mechanisms, caused me to start thinking about the safety of our latch. I became concerned that it could vibrate open while in flight. I know Murphy all too well. This is what I came up with, and the best part is that it works. Another nice thing is that it only cost $4.50 for the assorted box of springs, and the rest is left overs. http://kr-builder.org/CanopyLatch/NewPics/index.html See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org ------------------------------ Message: 18 Date: Wed, 21 Apr 2004 21:21:29 -0500 From: "Stowers" Subject: Re: KR> Canopy Latch Lock Mechanism To: "KRnet" Message-ID: Content-Type: text/plain; charset="iso-8859-1" I get an error when I try to load this page Jerry Stowers Duncan, Ok. www.angelfire.com/ok5/kr2s flynredneck@hotmail.com ----- Original Message ----- From: "Dan Heath" To: Sent: Wednesday, April 21, 2004 9:07 PM Subject: KR> Canopy Latch Lock Mechanism > All the discussion a while ago, about canopy latches and locking mechanisms, > caused me to start thinking about the safety of our latch. I became > concerned that it could vibrate open while in flight. I know Murphy all too > well. > > This is what I came up with, and the best part is that it works. Another > nice thing is that it only cost $4.50 for the assorted box of springs, and > the rest is left overs. > > http://kr-builder.org/CanopyLatch/NewPics/index.html > > > > See N64KR at http://KR-Builder.org - Then click on the pics > > > > Daniel R. Heath - Columbia, SC > > > > DanRH@KR-Builder.org > > > > See you in Mt. Vernon - 2004 - KR Gathering > > > > See our EAA Chapter 242 at http://EAA242.org > > > > > _______________________________________ > 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: Wed, 21 Apr 2004 22:12:42 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Canopy Latch Lock Mechanism To: "krnet@mylist.net" Message-ID: <40872A1A.000005.03300@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Sorry, the link is http://kr-builder.org/CanopyLatch/NewPics/index.htm See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org -------Original Message------- From: KRnet Date: 04/21/04 22:07:49 To: krnet@mylist.net Subject: KR> Canopy Latch Lock Mechanism All the discussion a while ago, about canopy latches and locking mechanisms, caused me to start thinking about the safety of our latch. I became concerned that it could vibrate open while in flight. I know Murphy all too well. This is what I came up with, and the best part is that it works. Another nice thing is that it only cost $4.50 for the assorted box of springs, and the rest is left overs. http://kr-builder.org/CanopyLatch/NewPics/index.html See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org _______________________________________ 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: 20 Date: Wed, 21 Apr 2004 20:39:02 -0700 From: danharris@pacific.net Subject: Re: KR> type 4 Failures To: KRnet Message-ID: <20040422022701.M38061@pacific.net> Content-Type: text/plain; charset=iso-8859-1 I have just started my kr2s and i am thinking of using a vw fear drive to help eliminate the crank problem. By the way rand robinson is out of WAF's, any sugesstions? is there another kr projet in or near lakeport,ca? ---------- Original Message ----------- From: "Ryan" To: Sent: Wed, 21 Apr 2004 18:50:58 -0700 Subject: Re: KR> type 4 Failures > This is from another list. > Ryan > 6:50.21.04 > > http://groups.yahoo.com/group/Q-LIST/message/10392 > > From: HawkiDoug@a... > Date: Thu Jan 2, 2003 8:34 am > Subject: VW type 4 fix > > For those who might be interested, here's what we have come up > with as a fix to my prop hub coming off last fall. To recap > briefly, the end of a type 4 crank has a smaller taper on the > very end and a "sleeve" is fitted over the end and then > machined for the Force One Prop hub. We are confident this was > the weak link and the source of the failure. Steve Bennett of Great > Plains and I looked at several solutions and the one both Steve > & I liked best was to have a new crank made the way we want it > made. It will actually be better than the std. VW crank. Cost= > $1000.00. The other solutions looked to be about half this cost, > so it was a no brainer for me to spend the extra money. I > believe I will still have about $5500.00 invested in the engine. > > Steve sent a letter to his type 4 customers offering this > option at his cost on this initial run. If things go as planned > (do they ever?), I should be back in the air by early summer. > > Now, I have a question to you VW experts. What do you think of > using Lycoming thread to seal the case halves with? See any > problems doing this? > > Doug "Hawkeye" Humble > Omaha NE > N25974 > A Sign Above > > ============================== > > If there are cranks failing I personally really want to know > who and why. Tweedy and I are both getting older and would like > to continue to do so without having experienced crank failure. > So, this post is a call for any one with direct knowledge to > sing out. > > Orma L. Robbins Southfield MI > 19 Years flying KR-2 N110LR (Tweedy) > 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 ------- End of Original Message ------- ------------------------------ Message: 21 Date: Wed, 21 Apr 2004 21:18:32 -0600 From: "Kevin Angus" Subject: RE: KR> type 4 Failures :rand robinson is out of WAF's To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" Will she be getting more latter on or what? I'm going south to pickup two Kr's but if she isn't going to sell parts I might have to rethink this. Thanks Kevin -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of danharris@pacific.net Sent: Wednesday, April 21, 2004 9:39 PM To: KRnet Subject: Re: KR> type 4 Failures I have just started my kr2s and i am thinking of using a vw fear drive to help eliminate the crank problem. By the way rand robinson is out of WAF's, any sugesstions? is there another kr projet in or near lakeport,ca? ---------- Original Message ----------- From: "Ryan" To: Sent: Wed, 21 Apr 2004 18:50:58 -0700 Subject: Re: KR> type 4 Failures > This is from another list. > Ryan > 6:50.21.04 > > http://groups.yahoo.com/group/Q-LIST/message/10392 > > From: HawkiDoug@a... > Date: Thu Jan 2, 2003 8:34 am > Subject: VW type 4 fix > > For those who might be interested, here's what we have come up > with as a fix to my prop hub coming off last fall. To recap > briefly, the end of a type 4 crank has a smaller taper on the > very end and a "sleeve" is fitted over the end and then > machined for the Force One Prop hub. We are confident this was > the weak link and the source of the failure. Steve Bennett of Great > Plains and I looked at several solutions and the one both Steve > & I liked best was to have a new crank made the way we want it > made. It will actually be better than the std. VW crank. Cost= > $1000.00. The other solutions looked to be about half this cost, > so it was a no brainer for me to spend the extra money. I > believe I will still have about $5500.00 invested in the engine. > > Steve sent a letter to his type 4 customers offering this > option at his cost on this initial run. If things go as planned > (do they ever?), I should be back in the air by early summer. > > Now, I have a question to you VW experts. What do you think of > using Lycoming thread to seal the case halves with? See any > problems doing this? > > Doug "Hawkeye" Humble > Omaha NE > N25974 > A Sign Above > > ============================== > > If there are cranks failing I personally really want to know > who and why. Tweedy and I are both getting older and would like > to continue to do so without having experienced crank failure. > So, this post is a call for any one with direct knowledge to > sing out. > > Orma L. Robbins Southfield MI > 19 Years flying KR-2 N110LR (Tweedy) > 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 ------- End of Original Message ------- _______________________________________ 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 38 ************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================