From: krnet-bounces+johnbou=speakeasy.net@mylist.net on behalf of krnet-request@mylist.net Sent: Sunday, February 08, 2004 7:15 PM To: krnet@mylist.net Subject: KRnet Digest, Vol 305, Issue 3 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: Folding wing raffle (Mark Jones) 2. fuel pump (j stevens) 3. Facet Pump 4. hot topics (Ray Fuenzalida) 5. Re: Facet Pump on forward side of firewall (Dan Heath) 6. Re: KR/ Piano Hinge Dimpling (Phillip Matheson) 7. new guy here! (Dave Jeltema) 8. Re: Facet Pump (Ron Eason) 9. Engines (Eric J Pitts) 10. Sequential fuel injection (Colin & Bev Rainey) 11. Re: Re: KR/ Piano Hinge Dimpling (Dan Heath) 12. Piano Hinge Dimpling (larry flesner) 13. Facet Pump flow rate (larry flesner) 14. Re: Re: KR/ Piano Hinge Dimpling (Joseph H Horton) 15. Facet Pump test. (larry flesner) 16. Re: Re: KR/ Piano Hinge Dimpling (Brian Kraut) 17. Re: Sequential fuel injection (Ron Eason) 18. Re: Sequential fuel injection (Alex Swavely) 19. Re: Facet Pump test. (Ron Eason) 20. Re: new guy here! (Kenneth B. Jones) 21. Re: contributions (Ross Youngblood) 22. Re: Facet installation. (Ross Youngblood) 23. Re: Re: KR/ Piano Hinge Dimpling (Dan Heath) ---------------------------------------------------------------------- Date: Sun, 8 Feb 2004 14:20:59 -0600 From: "Mark Jones" To: "KR Net" , "Ed Janssen" Subject: KR>Re: Folding wing raffle Message-ID: <007601c3ee81$115e7220$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 1 Hello Ed, Please remove my name from the raffle. After talking to Robert, I = realized I would have to open my stub wings and totally re-do my tank = locations in the outer wings. Thanks. Mark Jones (N886MJ) Wales, WI USA=20 E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at =20 http://mywebpage.netscape.com/n886mj/homepage.html ------------------------------ Date: Sun, 08 Feb 2004 14:16:04 -0600 From: j stevens To: krnet@mylist.net Subject: KR>fuel pump Message-ID: <40269904.6020702@usfamily.net> Content-Type: text/plain; charset=ISO-8859-1; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 My KR came with the high pressure facet . It was causing the engine to hesitate upon application of full power,(not a pleasant feeling on take off). After I replaced it with the low pressure facet my Zenith has no problem handling the flow. Joel KR2s now with cabin heat ....umm toasty ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Date: Sun, 8 Feb 2004 16:07:43 EST From: Raybeth321@wmconnect.com To: krnet@mylist.net Subject: KR>Facet Pump Message-ID: <29.50b14217.2d57ff1f@wmconnect.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 3 I plan on installing a Facet fuel pump. I can have gravity feed, but since I am using an Ellison "carburetor" I understand I need a fuel pump. I plan to install my Facet pump on the forward side of the firewall. Any comments? Ray Goree ------------------------------ Date: Sun, 8 Feb 2004 13:33:48 -0800 (PST) From: Ray Fuenzalida To: krnet@mylist.net Subject: KR>hot topics Message-ID: <20040208213348.35291.qmail@web42004.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Precedence: list Message: 4 It is probably better that there are no "hot topics" as that means we are just working and moving forward. I just went through the whole process of deciding on which engine to use and liked the VW idea, bought a VW van for the motor and the van was so nice that I have decided to keep it as a toy (1977 VW camper van that I will drive down to Sun-n-Fun). Then I decided to go the Corvair route and have already purchased an engine and sent off for William Wynne's book. I hope to get some advice from him at SnF. I even plan to bring my engine with me in case he wants to look at it. So please don't try to confuse me now with this rotary stuff. My poor brain can only handle so much. Besides, Mardi gras has all of my attention at the moment. Ray __________________________________ Do you Yahoo!? Yahoo! Finance: Get your refund fast by filing online. http://taxes.yahoo.com/filing.html ------------------------------ Date: Sun, 8 Feb 2004 16:44:10 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>Facet Pump on forward side of firewall Message-ID: <4026ADAA.000001.00456@Computer> References: <29.50b14217.2d57ff1f@wmconnect.com> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 5 Ray,=0D =0D I plan to install two of them in parallel on the front side. I had one on the front side on the Little Beast and it worked very well. It will be a while, but when I do it, I will post pics. If anybody who has already don= e this, pics would be nice. =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Mon, 9 Feb 2004 09:36:04 +1100 From: "Phillip Matheson" To: "KRnet" Subject: KR>Re: KR/ Piano Hinge Dimpling Message-ID: <000b01c3ee93$f08c5e00$3096dccb@StationW2k04> References: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 6 Hi All. I'm attempting to fit the ailerons Piano Hinge, and concerned with the dimpling the hinge. Did anyone have problems with the metal buckling , or were you able to clamp it down to stop the area around the dimple from distorting?? Or did you just Countersink ( drill ) the thin Hinge material?? Phillip Matheson matheson@dodo.com.au Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ See my KR at Mark Jones web http://mywebpage.netscape.com/n886mj/pmkr2.html ------------------------------ Date: Sun, 08 Feb 2004 18:12:28 -0500 From: "Dave Jeltema" To: krnet@mylist.net Subject: KR>new guy here! Message-ID: Content-Type: text/html MIME-Version: 1.0 Precedence: list Message: 7

I am purchasing  a krt project, and my question is i have a continental  A65, how do they do in the kr2 what are teh typical cruise speeds with this engine, and will using carbonfiber or kevlar on the wing layups save much weight. what are the g limits to the design?




 

Let the advanced features & services of MSN Internet Software maximize your online time. ------------------------------ Date: Sun, 8 Feb 2004 17:17:56 -0600 From: "Ron Eason" To: "KRnet" Subject: Re: KR>Facet Pump Message-ID: <000b01c3ee99$ca35db40$6501a8c0@Administration> References: <29.50b14217.2d57ff1f@wmconnect.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 8 ----- Original Message ----- From: To: Sent: Sunday, February 08, 2004 3:07 PM Subject: KR>Facet Pump > I plan on installing a Facet fuel pump. I can have gravity feed, > but since I am using an Ellison "carburetor" I understand I need a > fuel pump. I plan > to install my Facet pump on the forward side of the firewall. Any comments? > Ray Goree I am doing the same thing, I've install 2 Facet fuel pumps. one for each wing tank, pumping to a Header Tank. However, from their I am installing sequencial fuel injection with dual fuel feed pumps. The same problem exist as with a injection system or carbuetor. The pumps by it's nature need to deliver more fuel than the engine needs. I think the Facets will deliver 9 GPH +or - at 5psig = or -. The performance may need to be throttled. This can be done with return tubing back to the suction side of the pump or the header tank with a orifice or needle valve to adjust pressure and flow to the engine. You will also need a fuel pressure gauge. That's what I am doing anyway. KRRon ------------------------------ Date: Sun, 8 Feb 2004 18:20:23 -0500 From: Eric J Pitts To: krnet@mylist.net Subject: KR>Engines Message-ID: <20040208.182024.-15884089.0.thepittses@juno.com> Content-Type: text/plain MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 9 Here is one more to look at, it is a Solar T-62 Turbine. The BD5T is using this engine, look at www.bd-micro.com can get up to 150hp. Power Rating (Sea Level) 95 SHP @ 6,000 RPM Fuel Consumption (Max Power) 108 lbs./hr. Weight 75 lbs. Length 27 in. Height 16.5 in. Width 13 in. Fuel Types Jet A, JP4-JP5 Oil Types MIL-L-7808 or MIL-L-23699 Eric Pitts TH Indiana KR2 plans in hand ________________________________________________________________ The best thing to hit the Internet in years - Juno SpeedBand! Surf the Web up to FIVE TIMES FASTER! Only $14.95/ month - visit www.juno.com to sign up today! ------------------------------ Date: Sun, 8 Feb 2004 18:40:32 -0500 From: "Colin & Bev Rainey" To: "KRnet" Subject: KR>Sequential fuel injection Message-ID: <002d01c3ee9c$f1e37370$f2452141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 10 Ron & netters, Sequential fuel injection if from an auto configuration requires a high = pressure/high volume pump, very different from the Facet pumps that we = are talking about for carbs. In order for the injection system to work = properly the fuel rail pressure must be maintained between 30-60 psi for = most manufacturers. The early Volvo, & VW/Audi injection systems = required as much as 80 psi. This is because the computer is going to = "pulse" open the injector so many times a minute, and the rail pressure = determines how much fuel is delivered with these pulses, or openings. = Unlike an airplane injection system that is set for constant flow and = volume is determined by the flow regulator attached to the throttle, the = ECM makes the decision based on throttle position, manifold pressure, = coolant temp, and oxygen sensor readings. In very late model they use = mass airflow meters. These systems provide for all engine conditions by = changing the pulse width or times of opening, or increasing line = pressure or both. The line pressure is regulated by a pressure = regulator which has a vacuum connection to the intake, and when manifold = vacuum is lost during acceleration, this diaphragm called the pressure = regulator, closes to make more fuel pressure available to the injection = system. Since they use a high volume rotary pump it is essential that = recirculation back to the fuel tank is maintained, or the pump will burn = up in a short time. The return line must also be located in the tank = below the fuel pickup in order to prevent foaming of the fuel, or else = you will get air into the fuel system, and cause cutting out and = surging. Some carb pumps can be used for TBI or throttle body injection = systems, since they typically use only about 10-15 psi fuel pressure. = But in any injection system I have seen in autos, re-circulation back to = the fuel tank is critical for proper system operation, and pump life. = This systems when right are some of the smoothest running and power = producing, but they tend to be complicated to set up & maintain. For = instance if you decide to try and help your system stay cool and install = a 160 degree thermostat, instead of the factory 195 degree, your engine = will stay cool, but the computer will always see a cold engine in flight = and will constantly have the engine running richer than it should. This = will definitely shorten its life. Better to have more radiator than you = need and run the hotter thermostat. Then your engine runs at a more = constant temp no matter what, and lasts alot longer. Other questions = can be made directly to me if anyone has them. To the new guy about the A 65, it is my understanding that that = engine is a poor design, too heavy for its output, weak at best in = durability, and too expensive to maintain for what you get. Try a VW, = Corvair, or C 85, or O-200 if you must have a certified engine. Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.htmlFrom larry2@socal.rr.com Sun Feb 08 15:54:23 2004 Received: from ms-smtp-01-qfe0.socal.rr.com ([66.75.162.133] helo=ms-smtp-01-eri0.socal.rr.com) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1Apykp-000LZy-00 for krnet@mylist.net; Sun, 08 Feb 2004 15:54:23 -0800 Received: from SteveCanyon.socal.rr.com (cpe-66-75-117-49.socal.rr.com [66.75.117.49]) by ms-smtp-01-eri0.socal.rr.com (8.12.10/8.12.7) with ESMTP id i18NjJOm021833 for ; Sun, 8 Feb 2004 15:45:20 -0800 (PST) Message-Id: <5.2.1.1.0.20040208154449.00bbcc98@pop-server.socal.rr.com> X-Sender: larry2@pop-server.socal.rr.com (Unverified) X-Mailer: QUALCOMM Windows Eudora Version 5.2.1 Date: Sun, 08 Feb 2004 15:45:15 -0800 To: KRnet From: larry severson Subject: Re: KR>Re: Folding wing raffle In-Reply-To: <007601c3ee81$115e7220$6401a8c0@wi.rr.com> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii"; format=flowed X-Virus-Scanned: Symantec AntiVirus Scan Engine X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: At 02:20 PM 2/8/2004 -0600, you wrote: >Hello Ed, >Please remove my name from the raffle. After talking to Robert, I >realized >I would have to open my stub wings and totally re-do my tank locations in >the outer wings. Thanks. > >Mark Jones (N886MJ) Sounds like I have the same problem! Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Date: Sun, 8 Feb 2004 19:02:38 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>Re: KR/ Piano Hinge Dimpling Message-ID: <4026CE1E.000001.01920@Computer> References: <000b01c3ee93$f08c5e00$3096dccb@StationW2k04> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 11 Phil,=0D =0D I just countersink drilled all the holes. I did that on my first one and = I only used 4 short hinges instead of one long one. I would expect that you may have a problem dimpling and trying to keep it straight. The metal is probably too thick for dimpling. =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Sun, 08 Feb 2004 19:09:13 -0600 From: larry flesner To: KRnet Subject: KR>Piano Hinge Dimpling Message-ID: <3.0.6.32.20040208190913.007a7370@pop.midwest.net> In-Reply-To: <000b01c3ee93$f08c5e00$3096dccb@StationW2k04> References: Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Precedence: list Message: 12 >I'm attempting to fit the ailerons Piano Hinge, and concerned with the >dimpling the hinge. > >Or did you just Countersink ( drill ) the thin Hinge material?? Phillip >Matheson ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Phil, Just do a good job on the countersink thing and don't worry about it. Larry Flesner ------------------------------ Date: Sun, 08 Feb 2004 19:15:52 -0600 From: larry flesner To: KRnet Subject: KR>Facet Pump flow rate Message-ID: <3.0.6.32.20040208191552.007ca7d0@pop.midwest.net> In-Reply-To: <000b01c3ee99$ca35db40$6501a8c0@Administration> References: <29.50b14217.2d57ff1f@wmconnect.com> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Precedence: list Message: 13 I think the Facets will deliver 9 >GPH +or - at 5psig = or -. The performance may need to be throttled. >This KRRon +++++++++++++++++++++++++++++++++++++++++++++++++++++++ I'm using two of the Facet pumps (low pressure, 4 - 6 pounds) and they are rated at 30 gph flow rate. A flow test indicates that this is pretty close to actual performance. Larry Flesner ------------------------------ Date: Sun, 8 Feb 2004 20:21:56 -0500 From: Joseph H Horton To: krnet@mylist.net Subject: Re: KR>Re: KR/ Piano Hinge Dimpling Message-ID: <20040208.202157.-396029.1.joe.kr2s.builder@juno.com> Content-Type: text/plain MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 Phillip, Drill and counter sink the holes. I reground a larger size drill bit to the 100 degree angle of the screw heads. Good luck -- Joe Horton > I'm attempting to fit the ailerons Piano Hinge, and concerned with > the > dimpling the hinge. > Did anyone have problems with the metal buckling , or were you able > to clamp > it down to stop the area around the dimple from distorting?? > > Or did you just Countersink ( drill ) the thin Hinge material?? > > Phillip Matheson > matheson@dodo.com.au > Australia Joe Horton Coopersburg, Pa. joe.kr2s.builder@juno.com ------------------------------ Date: Sun, 08 Feb 2004 19:20:54 -0600 From: larry flesner To: KRnet Subject: KR>Facet Pump test. Message-ID: <3.0.6.32.20040208192054.007cce20@pop.midwest.net> In-Reply-To: <001e01c3ee69$6bf91a90$6501a8c0@Administration> References: <004201c3ee65$8a282460$6401a8c0@wi.rr.com> <025f01c3ee67$227a2be0$1202a8c0@basement> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Precedence: list Message: 15 >One needs to shutdown the pump with a level switch or manually to keep >it from heating the windings above normal operating temperature. I >know, some pumps have a internal by-pass but that just uses up battery >power. KRron ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ The information I got with my pumps gave no hint that they could not be used for continous duty. I suspect the fuel flow of 4 to 6 gal per hour would be enough to disipate the small amount of heat they will generate. Larry Flesner ------------------------------ Date: Sun, 8 Feb 2004 20:32:24 -0500 (GMT-05:00) From: Brian Kraut To: krnet@mylist.net Subject: Re: KR>Re: KR/ Piano Hinge Dimpling Message-ID: <31506381.1076290344648.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 16 I countersunk mine also and they wers still fine after almost 50 hours of flying. Since the hinges didn't have to close completely I didn't countersink the full depth. The screw heads were out about 1/32" from the surface of the hinge. The original hinges used pan head screws. They were staggered so that the screw head from each surface was about a half inch off of the one on the other side then the hinge was drilled to allow the head of the screw to go in the hole when the hinge was closed. That worked good also and showed no problems after the original 114 hours on the plane when I bought it. ------------------------------ Date: Sun, 8 Feb 2004 19:41:01 -0600 From: "Ron Eason" To: "KRnet" Subject: Re: KR>Sequential fuel injection Message-ID: <002f01c3eead$c6134390$6501a8c0@Administration> References: <002d01c3ee9c$f1e37370$f2452141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 17 Yes, that's all true for a typical auto fuel injected engine. The pressure control problem is still the same, i.e. maintaining the correct pressure to the engine-fuel system. A recirc system controls pressure better at part loads than a stop and go control a carb system without it if the proper flow control elements are used. My sequential fuel injection is a custom Autronic system tuned for the operating parameters of a air-cooled turbo charged engine. Ron ----- Original Message ----- From: "Colin & Bev Rainey" To: "KRnet" Sent: Sunday, February 08, 2004 5:40 PM Subject: KR>Sequential fuel injection Ron & netters, Sequential fuel injection if from an auto configuration requires a high pressure/high volume pump, very different from the Facet pumps that we are talking about for carbs. In order for the injection system to work properly the fuel rail pressure must be maintained between 30-60 psi for most manufacturers. The early Volvo, & VW/Audi injection systems required as much as 80 psi. This is because the computer is going to "pulse" open the injector so many times a minute, and the rail pressure determines how much fuel is delivered with these pulses, or openings. Unlike an airplane injection system that is set for constant flow and volume is determined by the flow regulator attached to the throttle, the ECM makes the decision based on throttle position, manifold pressure, coolant temp, and oxygen sensor readings. In very late model they use mass airflow meters. These systems provide for all engine conditions by changing the pulse width or times of opening, or increasing line pressure or both. The line pressure is regulated by a pressure regulator which has a vacuum connection to the intake, and when manifold vacuum is lost during acceleration, this diaphragm called the pressure regulator, closes to make more fuel pressure available to the injection system. Since they use a high volume rotary pump it is essential that recirculation back to the fuel tank is maintained, or the pump will burn up in a short time. The return line must also be located in the tank below the fuel pickup in order to prevent foaming of the fuel, or else you will get air into the fuel system, and cause cutting out and surging. Some carb pumps can be used for TBI or throttle body injection systems, since they typically use only about 10-15 psi fuel pressure. But in any injection system I have seen in autos, re-circulation back to the fuel tank is critical for proper system operation, and pump life. This systems when right are some of the smoothest running and power producing, but they tend to be complicated to set up & maintain. For instance if you decide to try and help your system stay cool and install a 160 degree thermostat, instead of the factory 195 degree, your engine will stay cool, but the computer will always see a cold engine in flight and will constantly have the engine running richer than it should. This will definitely shorten its life. Better to have more radiator than you need and run the hotter thermostat. Then your engine runs at a more constant temp no matter what, and lasts alot longer. Other questions can be made directly to me if anyone has them. To the new guy about the A 65, it is my understanding that that engine is a poor design, too heavy for its output, weak at best in durability, and too expensive to maintain for what you get. Try a VW, Corvair, or C 85, or O-200 if you must have a certified engine. Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.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 ------------------------------ Date: Sun, 08 Feb 2004 17:48:58 -0800 From: Alex Swavely To: KRnet Subject: Re: KR>Sequential fuel injection Message-ID: <4026E70A.2090107@swavely.net> In-Reply-To: <002d01c3ee9c$f1e37370$f2452141@RaineyDay> References: <002d01c3ee9c$f1e37370$f2452141@RaineyDay> Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 18 For anyone who is considering adding fuel injection, I'd suggest checking out MegaSquirt (http://www.bgsoflex.com/megasquirt.html) -- One of the things that many people have tried with it that works fairly well is using a small header tank in the engine compartment to pressurize the fuel rails which is filled with a low-pressure pump. (http://herning.crosswinds.net/projects/megasquirt/megasquirt.html - look for "Surge Tank" about halfway down) Colin & Bev Rainey wrote: > Some carb pumps can be used for TBI or throttle body injection > systems, since they typically use only about 10-15 psi fuel pressure. > But in any injection system I have seen in autos, re-circulation back > to the fuel tank is critical for proper system operation, and pump > life. ------------------------------ Date: Sun, 8 Feb 2004 19:58:39 -0600 From: "Ron Eason" To: "KRnet" Subject: Re: KR>Facet Pump test. Message-ID: <004e01c3eeb0$3d258630$6501a8c0@Administration> References: <004201c3ee65$8a282460$6401a8c0@wi.rr.com> <025f01c3ee67$227a2be0$1202a8c0@basement> <3.0.6.32.20040208192054.007cce20@pop.midwest.net> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 19 Yes, the flow will carry off the heat, but it can't if the flow stops when the pump has met the demand of the carb. With the pump delivering 2 to 3 times the engine demand it should be shut off by the carb float at some point in time. It should work anyway if the demand factor is not exceeded. [ Excess cyclic loading] KRron ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Sunday, February 08, 2004 7:20 PM Subject: KR>Facet Pump test. > >One needs to shutdown the pump with a level switch or manually to > >keep it from heating the windings above normal operating temperature. > >I know, some > >pumps have a internal by-pass but that just uses up battery power. > >KRron > ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > The information I got with my pumps gave no hint that they could not > be used for continous duty. I suspect the fuel flow of 4 to 6 gal per > hour would be enough to disipate the small amount of heat they will > generate. > > Larry Flesner > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ------------------------------ Date: Sun, 8 Feb 2004 21:23:14 -0500 From: "Kenneth B. Jones" To: "KRnet" Subject: Re: KR>new guy here! Message-ID: <00b201c3eeb3$acdbf9c0$8d7ba8c0@oemcomputer> References: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 20 I purchased a completed tri-gear KR-2 with a Continental A65. The plane = had not flown and was out of annual. I am currently refurbishing and = preparing for the condition inspection. Equivalent flat plate seems to = range from 1.18 to 2.22 based on data from various flight reports and = KR-2 specs. (Who knows what it really is?) Based on that, the A65 = provides enough power to cruise in a range of 144 to 177 mph at 4.4 gph = or 128 to 157 at 3.2 gph. The high end speeds correspond to the = official KR-2 specs with a gross weight of 900 lbs, but all flight = reports that I have found indicate less. The average of the data I have = accumulated (not including KR-2 spec data) would indicate a max speed of = 164 mph, cruise @4.4 gph of 153 and economy cruise @3.2 gph of 136. In = a little turbulence, with the KR-2's wing loading, the economy cruise = speed will probably bounce you around quite a bit. Your results certainly will be improved by keeping your project light, = as well as taking care with your finish and engine cooling drag. Hopefully, someone else will have some actual data and will be able to = answer your question on g loading also. Ken Jones Sharonville, OH ----- Original Message -----=20 From: Dave Jeltema=20 To: krnet@mylist.net=20 Sent: Sunday, February 08, 2004 6:12 PM Subject: KR>new guy here! I am purchasing a krt project, and my question is i have a = continental A65, how do they do in the kr2 what are teh typical cruise = speeds with this engine, and will using carbonfiber or kevlar on the = wing layups save much weight. what are the g limits to the design? ------------------------------ Date: Sun, 08 Feb 2004 18:56:41 -0800 From: Ross Youngblood To: KRnet Subject: Re: KR>contributions Message-ID: In-Reply-To: <002501c3ecc4$b395a5e0$4fa04d44@ROBBINS1> References: <032a01c3ecb9$967f35d0$5e0ca58c@tbe.com> <002501c3ecc4$b395a5e0$4fa04d44@ROBBINS1> Content-Type: text/plain; format=flowed; charset=iso-8859-15 MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 21 Guys... I had some KR stickers made up using the KR logo we have on the net a few years ago. They were done on vinyl, and cost me about $100 to get the things setup. Then the guy who did the work went out of business... the idea was that I could order more later without paying the setup fee.. UGH!. I checked at one time with the guy who did our krnet logo, and I believe he gave me permission to use the logo so that we could raise funds for the site. I have some of the stickers left (someplace), and if I ever found them, I would be happy to send them to Mark L. For his tireless job. (He volunteered to take over after I just wasn't up to the task). At any rate... as the last sticker maker, I would hold no offense if anyone made more decals, as long as proceeds went to support the 'net. I was giving stickers away for $5/10 contributions as I recall. That paid for annual web space and add free hosting at the time about $100/200 year or so. I usually got more mails than I had time to deal with them, and it was just easier to pay for everything myself, back then, my daughter wasn't in college and I could afford it. Whomever wants to make stickers, should contact Mark L I think. Just to keep things in the family. On Fri, 6 Feb 2004 10:20:05 -0500, Orma Robbins wrote: > to scrape something up in support of KRnet. > > Mark L and all netters. > I belong to another list which just posted their annual fund raiser to > help > off set their costs. The Idea is not unique or complex and to be honest > I > can't say how much if any the plan will raise for them. And just as a > side > comment, it's disgusting that with a group this size that more voluntary > contributions did not come. Any way, the TurboFord site sells TurboFord > stickers for $4.00 each and $.50 for shipping. If just half of the > members > of this list participated by buying a sticker it would provide good > income. > I'm not sure who has the rights to the KR stickers that I have seen in > the > past, put perhaps they could help us out. The members who contribute > would > have something to proudly display. For me the KRnet is reward enough. > Before the Net and when the old news letters started to come not so > often, I > was very disappointed. It would be a tremendous shame to see that > happen to > the KRnet. Remember that nothing in life is completely free. > Orma aka AviationMech > 19 Years flying the KR-2 > > > _______________________________________ > 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/ ------------------------------ Date: Sun, 08 Feb 2004 19:04:14 -0800 From: Ross Youngblood To: KRnet Subject: Re: KR>Facet installation. Message-ID: In-Reply-To: <009b01c3ee01$00ed5e40$1202a8c0@basement> References: <003b01c3edfe$0cf89680$6401a8c0@wi.rr.com> <009b01c3ee01$00ed5e40$1202a8c0@basement> Content-Type: text/plain; format=flowed; charset=iso-8859-15 MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 22 Wow... this was a good thread! My fuel pumps make lots of noise, but guess what! Start the engine, and you don't notice it any more! Good questions Mark, and good answers Mark! I'm fussing with my tachometer... I wired up a circuit, and it reads 0RPM. Those who were following last year... or about that time, the tack is reading 1/2 speed due to only getting 1/2 the pulses from my Compu-Fire ignition. Just ohmed it out last weekend. (I average about 1 200 mile round trip hangar vist every two months now). At any rate, the wiring is OK... I just need to dig and buy a Compu-Fire tack adaptor, and be done with it, my diodes, must either be too slow or I've otherwise hosed it up. Moral of the story... buy the tack adaptor from Compu-Fire. I tried the diode solution, but it hasn't been successful. Since I don't have the electrical specs for either the compu-fire, or the tach it makes designing a solution rather time consuming. I don't have time to take all the measurements to build some alternatives... I want to move on to stage2... (purge the brakelines, and taxi test). Ok well, we have all those Ellison carb/mixture & RPM settings to finish before taxi, which was why I wanted the tach to read properly in the first place. Hopefully in March/April for my next hangar trip, the weather will dry out here in Oregon. ;) (Going on 16 years and counting... no hurry). http://n541ry.us ------------------------------ Date: Sun, 8 Feb 2004 22:05:08 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>Re: KR/ Piano Hinge Dimpling Message-ID: <4026F8E4.000007.01920@Computer> References: <20040208.202157.-396029.1.joe.kr2s.builder@juno.com> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 23 You can get a 100 degree from Spruce for about 7 dollars. =0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our EAA Chapter 242 at http://EAA242.org=0D =0D -------Original Message-------=0D =0D From: KRnet=0D Date: Sunday, February 08, 2004 8:38:53 PM=0D To: krnet@mylist.net=0D Subject: Re: KR>Re: KR/ Piano Hinge Dimpling=0D =0D Phillip,=0D Drill and counter sink the holes. I reground a larger size drill bit to= =0D the 100 degree angle of the screw heads.=0D Good luck -- Joe Horton=0D =0D > I'm attempting to fit the ailerons Piano Hinge, and concerned with=0D >the=0D dimpling the hinge.=0D > Did anyone have problems with the metal buckling , or were you able=0D > to clamp=0D > it down to stop the area around the dimple from distorting??=0D >=0D > Or did you just Countersink ( drill ) the thin Hinge material??=0D >=0D > Phillip Matheson=0D > matheson@dodo.com.au=0D > Australia=0D Joe Horton=0D Coopersburg, Pa.=0D joe.kr2s.builder@juno.com=0D =0D =0D _______________________________________=0D to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net=0D please see other KRnet info at http://www.krnet.org/info.html=0D =2EFrom rossy65@operamail.com Sun Feb 08 19:14:45 2004 Received: from pop5-1.us4.outblaze.com ([205.158.62.125]) by lizard.esosoft.net with smtp (Exim 3.36 #1) id 1Aq1sj-000OJX-00 for krnet@mylist.net; Sun, 08 Feb 2004 19:14:45 -0800 Received: (qmail 15003 invoked from network); 9 Feb 2004 03:05:43 -0000 Received: from unknown (HELO youngblood-host) (rossy65:operamail.com?operamail.com@199.108.226.254) by pop5-1.us4.outblaze.com with SMTP; 9 Feb 2004 03:05:43 -0000 To: KRnet Subject: Re: KR>Masking Tape References: <005101c3ee3b$0140a200$0900a8c0@oemcomputer> Message-ID: From: Ross Youngblood Content-Type: text/plain; format=flowed; charset=iso-8859-15 MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Date: Sun, 08 Feb 2004 19:05:41 -0800 In-Reply-To: <005101c3ee3b$0140a200$0900a8c0@oemcomputer> User-Agent: Opera7.23/Win32 M2 build 3227 X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Simple Green is one, and somthing like "gunk be gone". I used it on my Z-car and it worked magic on some masking tape on the windshield. The trick for your canopy is to use ELECTRICAL TAPE... no DUCT or MASKING tape... Electrical tape is MAGICAL on plexiglass. On Sun, 8 Feb 2004 05:51:33 -0600, JIM VANCE wrote: > I found some masking tape on the front side of my windshield bow that > has been there for over a year. It's hard to get to and it is > thoroughly dried out. > > What's a good way to remove this dried tape that won't ruin the > painted > surface underneath or damage the Plexiglas windshield? > > Jim Vance > Vance@ClaflinWildcats.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/ ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 305, Issue 3 *************************************