From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 42 Date: 4/24/2004 9:05:09 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. EJ drive (Gavin Donohoe) 2. Re: Deck heighth for 1835 (cartera) 3. Re: Got to improve (Dan Heath) 4. Re: wiring (Joseph H Horton) 5. Re: Bin laden (Bob Stone) 6. Re: Deck heighth for 1835 (Mark Langford) 7. Re: Re: Got to improve (Mark Langford) 8. Re: wiring (Mark Langford) 9. 25 takeoffs and landings in the Champ (Dan Heath) 10. RE: wiring (Doug Rupert) 11. Re: Bin laden (Virgil Salisbury) 12. Re: Deck heighth for 1835 (cartera) 13. Re: pointer to it (Dan Heath) 14. Re: R.S.Hoover (Veeduber@aol.com) 15. Rev Flow Carb (Kenneth L Wiltrout) 16. RE: R.S.Hoover (Murray Gill) 17. Re: Rev Flow Carb (Bob Stone) 18. Just a little ditty.... (Mark Jones) 19. Re: Rev Flow Carb (Flymaca711689@aol.com) 20. Re: Rev Flow Carb (Kenneth L Wiltrout) 21. Bob Hoover (Veeduber) (Oscar Zuniga) ---------------------------------------------------------------------- Message: 1 Date: Sat, 24 Apr 2004 15:44:47 +1000 From: "Gavin Donohoe" Subject: KR> EJ drive To: "KR builders and pilots" Message-ID: <004201c429bf$41bb41e0$4d4d8690@oemcomputer> Content-Type: text/plain; charset="Windows-1252" Have any of you guys thinking of changing from the Subaru to Corvair power got a used Reduction unit for the EJ series engines for sale??? Gav --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.659 / Virus Database: 423 - Release Date: 15/04/2004 ------------------------------ Message: 2 Date: Sat, 24 Apr 2004 01:20:08 -0600 From: cartera Subject: Re: KR> Deck heighth for 1835 To: KRnet Message-ID: <408A1528.6000705@cuug.ab.ca> Content-Type: text/plain; charset=us-ascii; format=flowed Did not think to ever hear anything like that from Langford, the head has to be measured to get the correct ratio because if one just does the cylinder you don't get the correct ratio. And, this is how you do it, place a 1/8" acrylic plate on the seat where the top of the cylinder sits with a small hole in the acrylic and start to fill the combustion chamber with oil with a cc syringe. This is cc-ing the head and this volume has to be added to the cylinder volume. To get the proper volume of the combustion chamber by shimming up the barrels, sometimes if it requires more volume without any shims the lip on the bottom of the barrel had to be machined down to enable proper volume. Mine were set at 8.1:1, it can mean a lot of fiddling around. Also, make absolutely sure you balance the pistons, rods and crankshaft. An unbalance crank is what leads to a broken crank and then the blame it placed on a perfectly good unbalanced crank. Mark Langford wrote: >Ryan wrote: > > > >>What is the piston to head deck height for an 1835 ? >> >> > >"Deck height" on VW's is usually considered to be the distance from the >top of the piston to the top of the cylinder, not to the head (although >I guess they are actually the same thing, since the head is pulled up >against the cylinder). Since the head is the combustion chamber, and >you can't measure it anyway, the deck height is the distance that the >piston sits down in the cylinder (or sticks out). Basically, it's >whatever you set it to be by using shims between the cylinders and the >the engine case. It's not just a number that is set in stone, but a >number that you determine you want it to be based on what compression >ratio you want the engine to have. Then you put the shim that gets you >closest to that number under the cylinder to set it. I did a web page >on how to check it at >http://home.hiwaay.net/~langford/corvair/trial_assy.html , but you'll >also need to know the combustion chamber volume to calculate >compression ratio, and that was shown at http://home.hiwaay.net/~langford/corvair/valvejob.html >. If you take a stock engine and bore it out to 1835, your compression >ratio will almost certainly be higher than it should be for aircraft use, >but I guess that's a matter of opinion. I feel strongly that everybody >should cc their chambers and KNOW for a fact what their compression ratio is >on all four cylinders. Otherwise you're just guessing what's going on in >your engine... > >Mark Langford, Huntsville, AL >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 > > > -- Adrian VE6AFY Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Message: 3 Date: Sat, 24 Apr 2004 07:36:38 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Re: Got to improve To: "krnet@mylist.net" Message-ID: <408A5146.000001.01772@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Mark L. wrote: This business of drilling one hole, or running one wire (per night) has got to improve... I say: There is a time for building and a time for flying, and the time for building has long since expired...... Hey Mark, how are the TD flying lessons coming? That is really cool that you are getting to do that. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC KR_Dan@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org ------------------------------ Message: 4 Date: Sat, 24 Apr 2004 08:52:10 -0400 From: Joseph H Horton Subject: Re: KR>wiring To: krnet@mylist.net Message-ID: <20040424.085211.-475043.0.joe.kr2s.builder@juno.com> Content-Type: text/plain I Thjs business of drilling one hole, or > running one wire (per night) has got to improve... > > Mark Langford, Huntsville, Alabama > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > I know what you mean. I did 2 holes this morning and have a few that I have to fill. This is after doing a near complete firewall mock up. BTW: did you have a source for the 10mm bolts for mounting the hub to the crank flange? With the current climate of the steel industry things are a little difficult to come by right now. Joe Horton Coopersburg, Pa. joe.kr2s.builder@juno.com ------------------------------ Message: 5 Date: Sat, 24 Apr 2004 07:58:18 -0500 From: "Bob Stone" Subject: Re: KR> Bin laden To: "KRnet" Message-ID: <001101c429fb$d0be9ea0$ba21f218@hot.rr.com> Content-Type: text/plain; charset="iso-8859-1" Since my server is very good about removing any infected attachment, I went ahead and opened it and it is an add for some kind of sexual product. Bob Stone ----- Original Message ----- From: "Ross Youngblood" To: "KRnet" Sent: Friday, April 23, 2004 9:55 PM Subject: Re: KR> Bin laden > Its some type of virus/email hack. I would be wary of clicking on the > website... it would possibly indicate that the email address is > active. > > (I've gotten these at work) > -- Ross > On Fri, 23 Apr 2004 12:15:14 -0500, Bob Stone > wrote: > > > Netters, > > I have been seeing many posts about the capture of Osama Bin > > Laden and just checked CNN and MSN and there is no mention of this > > on either of these two news media. > > > > Bob Stone, Harker Heights, Tx > > rstone4@hot.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 > > > > -- > Using M2, Opera's revolutionary e-mail client: http://www.opera.com/m2/ > > _______________________________________ > 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: Sat, 24 Apr 2004 08:02:26 -0500 From: "Mark Langford" Subject: Re: KR> Deck heighth for 1835 To: "KRnet" Message-ID: <013a01c429fc$645fe4c0$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Adrian Carter wrote: >>Did not think to ever hear anything like that from Langford, the head has to be measured to get the correct ratio because if one just does the cylinder you don't get the correct ratio. And, this is how you do it, place a 1/8" acrylic plate on the seat where the top of the cylinder sits with a small hole in the acrylic and start to fill the combustion chamber with oil with a cc syringe. This is cc-ing the head and this volume has to be added to the cylinder volume.<< Adrian, it sounds like you think I said something incorrect. Isn't this exactly what I said, and excruciatingly detailed at the referenced URLs (http://home.hiwaay.net/~langford/corvair/valvejob.html), plexiglas plate and all? Did you go look at it? Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 7 Date: Sat, 24 Apr 2004 08:11:24 -0500 From: "Mark Langford" Subject: Re: KR> Re: Got to improve To: "KRnet" Message-ID: <014801c429fd$a693df30$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Dan Heath wrote: > I say: There is a time for building and a time for flying, and the time > for building has long since expired...... You're absolutely right, Dan. What I need to do is cut the internet cable that runs into the house get a new attitude! I'm still taking pictures of things, but I'm not planning any big updates until the thing is flying and I have time to spare for such stuff. I easily kill an hour a date reading and answering email. I need to lower the persicope and get back to work. And I'll just prepare you for it now...it's not going to be perfect by any means, but it'll be DONE! I have 25 takeoffs and landings in the Champ so far, in about 4 hours time. I go back for some more at 9:00 this morning. Unfortunately, there are no taildraggers for rent within 100 miles of here (except a $90 an hour Citabria), so I'll need to finish mine up if I want to maintain what little skill I've acquired so far. Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 8 Date: Sat, 24 Apr 2004 08:14:46 -0500 From: "Mark Langford" Subject: Re: KR>wiring To: "KRnet" Message-ID: <014c01c429fe$1d54df70$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Joe Horton wrote: > BTW: did you have a source for the 10mm bolts for mounting the hub to > the crank flange? With the current climate of the steel industry > things are a little difficult to come by right now. I got mine from McMaster Carr at www.mcmaster.com . I'm not sure if you mean prop hub or pulley hub, but that's where they both came from. The main reason I used metric is because the length worked out better. The ones I used for the prop hub were "special blue coating" socket headed cap screws. If you can't find it at McMaster Carr, they probably don't make it! Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 9 Date: Sat, 24 Apr 2004 09:15:49 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> 25 takeoffs and landings in the Champ To: "krnet@mylist.net" Message-ID: <408A6885.000001.02324@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Mark, That is about all I had before I flew the Little Beast, and it wasn't official time. I have a friend who used to fly a Champ regularly and he took pitty on me. I thought that the Champ was much more docile, but more difficult to fly than the KR. Once I got used to the KR, that is. I'm putting my periscope down now and getting back to sanding. later, See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC KR_Dan@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org ------------------------------ Message: 10 Date: Sat, 24 Apr 2004 09:24:52 -0400 From: "Doug Rupert" Subject: RE: KR>wiring To: "'KRnet'" Message-ID: <000d01c429ff$87990bd0$9104e440@office> Content-Type: text/plain; charset="us-ascii" Netters: Wiring is always a pain no matter what type of vehicle you are working on. I have found that things are infinitely quicker and easier by installing a length of tubing made for the job to greatly improve the situation. It comes made either of aluminum or ABS and is available from most building supply stores. I lean more towards the aluminum variety as it is lighter and is soft enough to bend with a pipe bender. This makes the job of running wiring to the wing tips a breeze as it will cut its own hole thru the foam. Long runs down the fuselage are also easy as everything is kept in one nice neat bundle instead of having to crawl thru the boat to replace a broken wire. An individual wire can easily be installed or replaced without having to cut the many wire ties that we end up having to use to keep the wires together in one place. The supply stores even sell many pre-made fittings that may be required as well as sealing the tubes from unwanted substances (fuel, oil, air, insects ). There will be a slight weight penalty but I feel this is greatly overshadowed by it's value as a time saver in building as well as ease of maintenance. Doug Rupert Simcoe Ontario Subject: Re: KR>wiring I Thjs business of drilling one hole, or > running one wire (per night) has got to improve... > > Mark Langford, Huntsville, Alabama ------------------------------ Message: 11 Date: Sat, 24 Apr 2004 10:59:38 -0400 From: Virgil Salisbury Subject: Re: KR> Bin laden To: krnet@mylist.net Message-ID: <20040424.110831.4068.5.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii Stu Robinson was taller, Virg On Fri, 23 Apr 2004 21:50:02 -0400 paulwasp@webtv.net writes: > Escape in a KR? The guy is 6' 5"" tall! > > > > > http://community.webtv.net/paulwasp/paulwaspspad > > > _______________________________________ > 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: 12 Date: Sat, 24 Apr 2004 10:15:46 -0600 From: cartera Subject: Re: KR> Deck heighth for 1835 To: KRnet Message-ID: <408A92B2.9020107@cuug.ab.ca> Content-Type: text/plain; charset=us-ascii; format=flowed Hello Mark and KR owners, How do you think I intrepid this? Since the head is the combustion chamber, and you can't measure it anyway, the deck height is the distance that the piston sits down in the cylinder (or sticks out). I did not know that one cannot measure it, but I did it anyway. Don't be so dam sensitive, we all at one time or another say some thing that can be misunderstood, who's perfect .If you wrote something elsewhere they why would you say that you "can't measure it anyway"? We are not mind readers, if a reference is made elsewhere then why was not a reference or pointer to it? I built my KR during the early 80's without an internet to confuse things and everything was scratch built, there was a steep learning curve and it still is flying today, take a look at my website. One just has to use the gray matter that was given to them without the ego! And, I like the internet but don't get on this group because of the the ready flame or jumping on another if a disagreement or opinion is different. You see I have a great advantage I also have a switch that says OFF or DELETE! Smile you look better that way ;). Take Care and Happy Building! Mark Langford wrote: >Adrian Carter wrote: > > > >>>Did not think to ever hear anything like that from Langford, the head >>> >>> >has to be >measured to get the correct ratio because if one just does the cylinder >you don't get the correct ratio. And, this is how you do it, place a >1/8" acrylic plate on the seat >where the top of the cylinder sits with a small hole in the acrylic and >start to fill the >combustion chamber with oil with a cc syringe. This is cc-ing the head >and this >volume has to be added to the cylinder volume.<< > >Adrian, it sounds like you think I said something incorrect. Isn't >this exactly what I said, and excruciatingly detailed at the referenced >URLs (http://home.hiwaay.net/~langford/corvair/valvejob.html), >plexiglas plate and all? Did you go look at it? > >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 > > > -- Adrian VE6AFY Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Message: 13 Date: Sat, 24 Apr 2004 13:36:31 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Re: pointer to it To: "krnet@mylist.net" Message-ID: <408AA59F.000001.02712@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" RE: We are not mind readers, if a reference is made elsewhere then why was not a reference or pointer to it? .........................take a look at my website Where is your website? See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC KR_Dan@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org ------------------------------ Message: 14 Date: Fri, 23 Apr 2004 10:26:24 EDT From: Veeduber@aol.com Subject: Re: KR> R.S.Hoover To: krnet@mylist.net Message-ID: <149.276fa1e8.2dba8190@aol.com> Content-Type: text/plain; charset="US-ASCII" In a message dated 4/23/2004 5:13:34 AM Pacific Daylight Time, poberflyer@hotmail.com writes: > The issue of a weakness at the "back" of the VW makes total sense - I > have > seen drawings where the pulley mounting hole is drilled deeper into the > crankshaft past the narrow sections /grroves etc. I figured that had > solved the problem. > ------------------------------------------------------------------------------------------ Removing the sharp metric threads and reaming to remove your tool marks does in fact remove the stress-risers. The original bore is then deepened and re-threaded, typically to 1/2-13 and using a rounded thread-form, either SAE or Whitworth. A special close-tolerance shoulder-bolt must then be made. Ideally the bolt would completely fill the reamed bore but this is impossible to achieve since the bolt must have some clearance. The bolt does not need an exceptional amount of strength since the typical hub was tapered to the nose of the crank. Despite all that, the nose still failed. The crankshafts are mild steel and there simply was not enough metal to withstand the stresses to which it was being subjected. Filling the bolt hole and the Woodruff keyway with a weldment using submerged arc resulted in a solid nose which then had to be annealed, the crank straightened, the nose reground and the journals re-hardened. A square keyway similar to that found on the A-series Continentals was used for hub alignment. That seemed to solve the problem, at least for engines of stock displacement. But it was fairly expensive even back then (late 1950's); the quality of the workmanship was a key factor. And you were still left with your prop mounted to a stubn of shafting barely three-quarters of an inch long. And of course, the engines kept getting bigger. Prior to the Corvair, cylinders for motorcycles and a large displacement Wisconsin engine were available as war-surplus and could be fitted to the VW crankcase if you were willing to do the work. Since the crankcases were free, quite a few of us followed that route. ('Free' because they came from VW's that had been hit in the rear. Early VW engines had the dynamo tower cast integral with the right-hand half of the crankcase. A rear-end collision typically fractured the dynamo tower causing the crankcase to be discarded. Since conversion to flying status involved cutting away the generator tower, there was no shortage of cases on which to experiment.) The introduction of the Corvair in 1960 caused larger than stock VW engines appear on the nose of many airplanes. And for many of them to shed their props. This lead to the 'long taper' modification. After welding the nose solid, the taper was extended across the #4 bearing journal, increasing the contact area between the hub and the crank by nearly an inch. After being fitted to the crankshaft the OD of the hub was ground to precise alignment with the other main bearings and the nose of the crankcase was opened up to accept the fatter hub, which then used the parent metal of the crankcase as its bearing. (In so far as I know the long-taper hub was developed by Bob Huggins, who displayed his engines at Rockford.) The long-taper hub seemed to solve the fracture problem. But the gyroscopic loads that caused the fractures were still there and of greater magnitude as the displacement of the engines increased. (*) There were still enough hub failures to keep everyone aware of the problem but in the case of the long-taper conversion the fault usually lay in the workmanship. (* Think of the prob as a flywheel. Running in a stable attitude its loads are nicely balanced and the shaft to which it is attached does not see a lot of stress. Now do a hard right turn :-) The prop doesn't want to make the turn. It wants to keep spinning in its original plane. But the SHAFT makes the turn... and so does the prop and in doing so some remarkably high loads appear at the point where the prop is attached to the crankshaft.) Magnesium is not a bad bearing material for a steel shaft, assuming it has adequate surface and lubrication. The gyroscopic loads on the long-taper hub now appeared as wear on the nose of the crankcase. As soon as the thing accumulated enough wear it would begin to gall and you were soon shopping for another case. This lead to the sleeved-hub conversion, in which the crankcase was machined to accept a sleeve-type bearing for the long-taper hub. Running in the sleeve, the hub had significantly more support than when running in the parent metal of the crankcase, which is hollowed out for the oil slinger. The main difficulty was how to ensure adequate oiling. This was finally resolved by adding a seal to the outboard end of the sleeve and introducing pressured oil at that point. There were a number of other mods involved along the way, such as moving the thrust bearing up to the #3 main bearing web, but the bottom line is that after a quarter-century or so of experimentation by American homebuilders we resolved the crank failure problem. But not cheaply. Now step outside the box. Why is the prop installed on the pulley-hub? I submit that if there is no compelling reason to do so there is no justification for installing the prop on the pulley hub since it is easier and less expensive to install it on the opposite end of the crankshaft. ------------------------------------------------------------------------------ --------------- > What does not make sense is the claim that Great Plains are stating > that > their rear drive, damped engine has done something like 400 hours (I think > it is 400) without a snag - I will go back to their web site and check. ---------------------------------------------------------------------------------------------------- Perhaps it HAS done 400 hours. Note the dates of the rear-drive messages in the AirVW files. Perhaps Steve has found a more suitable elastomer and has since accumlated 400 hours. Or he may be referring to a smaller engine. (Hal's was a 2332, as I recall.) ----------------------------------------------------------------- > > I have heard great reports from everyone about steve benet - would be > real > sad f this is true. > ---------------------------------------------------------------- True or not, I wouldn't worry about it. Anyone who has ever brought a product to market knows it's a rocky road. Great Plains provides an invaluable service to the homebuilt community and is deserving of our support for doing so. -R.S.Hoover ------------------------------ Message: 15 Date: Sat, 24 Apr 2004 17:10:12 -0400 From: Kenneth L Wiltrout Subject: KR> Rev Flow Carb To: krnet@mylist.net Message-ID: <20040424.171012.3216.0.klw1953@juno.com> Content-Type: text/plain; charset=us-ascii I thought my problems were over with this thing. 2 wks ago I started the 2100 revmaster and the carb worked fine, today ( and its warmer too) I started the 2100 and it ran so rich that I had to lean it to the point of shutting off so it would stay running. What I found was that the intake pipe that is under the eng had lots of raw gas in it, my thought is that its running on this fuel as well as whats coming from the carb therefore the super rich condition. I'm wondering what starting procedure others with this carb are using. I think I,m giving it to much fuel before it fires hence the extra fuel in the intake tube. This carb has given me fits since I bought it.-------------------------HELP. ________________________________________________________________ The best thing to hit the Internet in years - Juno SpeedBand! Surf the Web up to FIVE TIMES FASTER! Only $14.95/ month - visit www.juno.com to sign up today! ------------------------------ Message: 16 Date: Sun, 25 Apr 2004 09:47:57 +1000 From: "Murray Gill" Subject: RE: KR> R.S.Hoover To: "KRnet" Message-ID: <000101c42a56$91eb0870$2202a8c0@ABT2400> Content-Type: text/plain; charset="iso-8859-1" Thanks VeeDubber. A great technical discourse on direct drive off the pulley end. You then ask: > Now step outside the box. Why is the prop installed on the > pulley-hub? >From my very limited (multi-hour not multi-year) knowledge of the >subject the answer to me is simplicity; the flywheel end provides 4 bolt holes which enable the engine to be bolted directly onto the firewall. That done, the prop must be attached to the other end. You go on to say: > I submit that if there is no compelling reason to do so there is no > justification for installing the prop on the pulley hub since it is > easier and less expensive to install it on the opposite end of the > crankshaft. I would be most appreciative if you would provide the detail on how to do one of these easier and less expensive flywheel-end installations or point out where to go to get the information. Thanks, Murray Gill ------------------------------ Message: 17 Date: Sat, 24 Apr 2004 20:12:54 -0500 From: "Bob Stone" Subject: Re: KR> Rev Flow Carb To: "KRnet" Message-ID: <000801c42a62$6ff67180$ba21f218@hot.rr.com> Content-Type: text/plain; charset="iso-8859-1" Ken, Get in touch with Joe Horvath, at Revmaster Aviation, http://www.revmasteraviation.com/ He is the owner of Revmaster and the producer of the Revmaster 2100 engine. I can't think of anyone who knows more about these engines than him. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ----- Original Message ----- From: "Kenneth L Wiltrout" To: Sent: Saturday, April 24, 2004 4:10 PM Subject: KR> Rev Flow Carb > > I thought my problems were over with this thing. 2 wks ago I > started the 2100 revmaster and the carb worked fine, today ( and its > warmer too) I started the 2100 and it ran so rich that I had to lean > it to the point of shutting off so it would stay running. What I found > was that the intake pipe that is under the eng had lots of raw gas in > it, my thought is that its running on this fuel as well as whats > coming from the carb therefore the super rich condition. I'm wondering > what starting procedure others with this carb are using. I think I,m > giving it to much fuel before it fires hence the extra fuel in the > intake tube. This carb has given me fits since I bought > it.-------------------------HELP. > > ________________________________________________________________ > The best thing to hit the Internet in years - Juno SpeedBand! Surf the > Web up to FIVE TIMES FASTER! Only $14.95/ month - visit www.juno.com > to sign up today! > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 18 Date: Sat, 24 Apr 2004 20:37:34 -0500 From: "Mark Jones" Subject: KR> Just a little ditty.... To: "KR Net" Message-ID: <000a01c42a65$e29e38a0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" Talk about motivation: I have contacted the local FSDO a week ago and have submitted all the applications and paperwork necessary for the airworthiness inspection. The Inspector informed me a few days later he had studied my web site and said all looked good and the inspection should go well. I gave him an estimated inspection ready date of July 1st but I firmly believe it will be sooner than that. To even motivate me further, I talked with a gentleman who owns an eight unit hanger and verbally committed to that last Monday. Today, I met him at the airport (HXF), inspected the hanger and leased the number one stall which is a 40' x 25' stall. Each unit has it's own roller door which is a big plus. Having this hanger rented gets me really pumped to get my plane out there. I have also put my name on a list at this same airport to lease a plot of land to build a private hanger on. The airport is opening up the north side for additional land leasing and this will be available around the end of the year. Yep...I am going to become an airport bum real soon. :-) 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: 19 Date: Sat, 24 Apr 2004 21:41:43 EDT From: Flymaca711689@aol.com Subject: Re: KR> Rev Flow Carb To: krnet@mylist.net Message-ID: <1ef.1ed5078b.2dbc7157@aol.com> Content-Type: text/plain; charset="US-ASCII" ken I flew today over the Chesapeake bay no problems with the revflow or the crankshaft (vw ) some of you guys keep banging on the vw cranks so that was on my mind!!!! . you must be starting it wrong heres how i start mine mix fullrich fuel on crack it 1/4 hit the key or it will flood. now if it sits for a weeks it gets a airpocket or something and i just bleed it at the gas stainer and its fine. make sure your getting full lean cut off on the carb or your flooding it draning the strainer on pre flight also mine has 3/8 line. don't give up its a good carb by the way what did Joe at revmaster say the first time you had problems did you try new needle? Mac ------------------------------ Message: 20 Date: Sat, 24 Apr 2004 22:11:24 -0400 From: Kenneth L Wiltrout Subject: Re: KR> Rev Flow Carb To: krnet@mylist.net Message-ID: <20040424.221244.3216.1.klw1953@juno.com> Content-Type: text/plain; charset=us-ascii That's basically what I'm doing Mac. What I don't understand is 2 wks ago it worked fine. I took the carb off and the needle is free----nothing hanging up, ran the needle to full lean----------still floods?????????????????????// On Sat, 24 Apr 2004 21:41:43 EDT Flymaca711689@aol.com writes: > ken I flew today over the Chesapeake bay no problems with the revflow > or the > crankshaft (vw ) some of you guys keep banging on the vw cranks so > that was on > my mind!!!! . you must be starting it wrong heres how i start mine > mix > fullrich fuel on crack it 1/4 hit the key or it will flood. now if > it sits for a > weeks it gets a airpocket or something and i just bleed it at the > gas stainer > and its fine. make sure your getting full lean cut off on the carb > or your > flooding it draning the strainer on pre flight also mine has 3/8 > line. don't give > up its a good carb by the way what did Joe at revmaster say the > first time > you had problems did you try new needle? > > > > > > > > > > Mac > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ________________________________________________________________ The best thing to hit the Internet in years - Juno SpeedBand! Surf the Web up to FIVE TIMES FASTER! Only $14.95/ month - visit www.juno.com to sign up today! ------------------------------ Message: 21 Date: Sat, 24 Apr 2004 21:26:09 -0500 From: "Oscar Zuniga" Subject: KR> Bob Hoover (Veeduber) To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Netters; I'd suggest that those of you who slammed Bob Hoover go out and do a Google search on "Sermons" or "Bob Hoover's Sermons". Or go to the Jeanie's Teenie/Teenie Two site and read everything that Mr. Hoover has written. Then if you still think that he is a junkyard dog or a sourpuss, I think your problem exists somewhere behind your keyboard. You may have your opinions about the air-cooled VW flat four, and you may have extensive experience working on VWs, but unless you have the experience that Bob Hoover has you'd better sit down and listen when he speaks/writes instead of tapping out flippant things at the keyboard. The man has knowledge and ability, and some very useful and important building tips, for every VW engine overhauler or converter. He knows how to build them to live long and useful lives and knows the weak points of the engine. And I daresay that he is among the very few living VW mechanics that I would classify as the expert's expert. Yes, there are two Bob Hoovers. I've seen the aerobatic pilot Hoover fly his engine-out Shrike routine (and yes, he did taxi right up to the review grandstands power-off after completing his routine) and I've read the Sermons of the "other" Bob Hoover. I respect them both and believe that anything that "Veeduber" takes the time to post to this list deserves my complete attention. I also think it deserves *your* attention. Listen/read and learn. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get rid of annoying pop-up ads with the new MSN Toolbar – FREE! http://toolbar.msn.com/go/onm00200414ave/direct/01/ ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 42 ************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================