From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 165 Date: 4/27/2005 9:00:18 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. N numbers (Lee Van Dyke) 2. Project update (Ron Smith) 3. SAE (F Ross) 4. Re: Machine shop (Jeff Scott) 5. kr icing (Don Chisholm) 6. RE: N numbers (Brian Kraut) 7. Fuel system (Jack Cooper) 8. pumps (Colin & Bev Rainey) 9. Re: Fuel system (Barry Kruyssen) 10. Haveyou seen Mike? (raybeth123@sbcglobal.net) 11. Fuel system/fuel pumps (larry flesner) 12. Re: Fuel system (Phillip Matheson) 13. Re: R?f. : RE: KR> pressure/volume (TNCOMPRESSORMAN@aol.com) 14. Re: KR Two stick assembly (Bryan Valentine) 15. Re: pumps (Dan Heath) ---------------------------------------------------------------------- Message: 1 Date: Tue, 26 Apr 2005 22:08:41 -0700 From: "Lee Van Dyke" Subject: KR> N numbers To: "KRnet" Message-ID: <000801c54ae7$2d966920$6401a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Group, I have an inspection set up for the sign off. I'm getting ready to put the N # on the plane. Does anybody know what the process is to get a different N number if possible? Lee Van Dyke Mesa AZ Lee@vandyke5.com ------------------------------ Message: 2 Date: Wed, 27 Apr 2005 00:11:34 -0700 (PDT) From: Ron Smith Subject: KR> Project update To: krnet@mylist.net Message-ID: <20050427071134.19247.qmail@web81702.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii Hello Knetters, I've been doing some work on the "device". I skinned the bottom with carbon. Not bad for my first try. I added some pieces here and there, and worked on the main spar. I have a couple of months before I can sit in it, I think. Take a look here.....http://ronsmith.myphotoalbum.com/albums.php Regards, Ron Smith Kr2ssxl ------------------------------ Message: 3 Date: Wed, 27 Apr 2005 01:42:07 -0700 (PDT) From: F Ross Subject: KR> SAE To: KRnet Message-ID: <20050427084207.91050.qmail@web32015.mail.mud.yahoo.com> Content-Type: text/plain; charset=us-ascii SAE - So THAT's why my blonde neighbor thought she had to buy a Self-Addressed Envelope with every quart of oil... Frank Ross, EAA Chapter 35, San Geronimo, TX RAF Lakenheath, Suffolk, England, UK Visit my photo album at: http://photos.yahoo.com/alamokr2 __________________________________________________ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com ------------------------------ Message: 4 Date: Wed, 27 Apr 2005 13:45:33 GMT From: "Jeff Scott" Subject: Re: KR> Machine shop To: krnet@mylist.net Message-ID: <20050427.064610.11522.522041@webmail29.lax.untd.com> Content-Type: text/plain Unfortunately, Bob's experience seems to be common practice among many aircraft cylinder rebuild shops. Instead of core drilling the valve guides so they can be easily removed, they drive them out, wrecking the guide holes in the process, then ream the heads to the next available size. If your head is already at the max oversize, they'll tell you your cylinders are worn beyond repair or that they will have to weld the heads. The most recognized names in aircraft cylinder rebuild and repair all seem to do this to save time. I don't allow aircraft cylinder shops to remove or install valve guides for me anymore. I take the work to a local machinist who knows aircraft entgines and I can trust to do quality work. Whether it's a Corvair, VW, Continental, or Lycoming, it's worth your time learn about the process and ask how the shop does the work you want them to perform. -Jeff Scott -- "robert glidden" wrote: Fellow Netters Just to give you a little heads up about your local machine shops.I recently took my crank and heads to a machine shop recommended by a fellow builder here local to have the crank tapped for the safety shaft and the valve guides removed and replaced in the heads.I dropped them off two weeks ago prior to a trip to Michigan.I returned to the shop last Monday to find out they heated the head like they was suppose to and tried to remove the valve guides with a air gun.To make a long story short,the holes for the guides look ugly.And now have to be reamed out for the oversized bronze valve guides.Make sure the shop you take them to knows what they are doing.I've been a tool and die maker for several years and have never seen a first year machinist screw up this bad.I think the worst part is I've become so attached to my engine I felt like somebody had kicked me in the gut,was not sure rather to scream or cry.....Bob ------------------------------ Message: 5 Date: Wed, 27 Apr 2005 12:46:33 -0400 (EDT) From: Don Chisholm Subject: KR> kr icing To: krnet@mylist.net Message-ID: <20050427164633.8936.qmail@web88003.mail.re2.yahoo.com> Content-Type: text/plain; charset=us-ascii I don't think that polyester spot putty is any real issue here. I used it and it showed no signs of becoming unbonded and besides 95 percent of it should end up on your shop floor anyhow after you've done your sand out. Just a note here, there is a product called Feather Fill that was all the rage in the 80's and early 90's that is a sprayable polyester high build primer. There are probably a couple thousand KR's, VariEze's,Longeze's Quickies, Dragonfly's etc.that used this product. Maybe I'm not in the information loop but I haven't heard of any problems. ------------------------------ Message: 6 Date: Wed, 27 Apr 2005 13:08:11 -0400 From: "Brian Kraut" Subject: RE: KR> N numbers To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" Do you already have the plane registered with a different N number? Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Lee Van Dyke Sent: Wednesday, April 27, 2005 1:09 AM To: KRnet Subject: KR> N numbers Group, I have an inspection set up for the sign off. I'm getting ready to put the N # on the plane. Does anybody know what the process is to get a different N number if possible? Lee Van Dyke Mesa AZ Lee@vandyke5.com _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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, 27 Apr 2005 15:47:36 -0400 From: "Jack Cooper" Subject: KR> Fuel system To: "Corvair engines for homebuilt aircraft" , "KR builders and pilots" Message-ID: <410-220054327194736718@earthlink.net> Content-Type: text/plain; charset=US-ASCII I have been reading recent post and archives about removing the engine driven fuel pump and going with dual electric pumps. I'm also considering not using my header tank and using only wing tanks. My question is will the firewall mounted electric pumps pull fuel from the wings or do I need another pump to boost the fuel from the wings to the firewall? I have looked over WW's 601 and did not see any pumps except the firewall pumps. Jack Cooper kr2cooper@earthlink.net ------------------------------ Message: 8 Date: Wed, 27 Apr 2005 17:01:47 -0400 From: "Colin & Bev Rainey" Subject: KR> pumps To: "KRnet" Message-ID: <014601c54b6c$53529780$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" I have a Facet pump on my Camaro due to changing engines to a late model 3.4 which had no provision for a mechanical pump, so it necessitated use of an electric. The fuel lines were very difficult to get to in the back near the tank which is where the Facet directions said to put it. I installed the pump on the front fender which works fine as long as I don't go full throttle on the engine, which then runs the float bowl dry after about a minute because the pump cannot keep up with the volume required. I don't think this is a problem with the 601, or the KR installs. It just needs to be as low as possible in the system to aid in priming. Colin crainey1@cfl.rr.com http://kr-builder.org/Colin/index.html KR2(td) N96TA Sanford, FL Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) crainey@apexlending.com ------------------------------ Message: 9 Date: Thu, 28 Apr 2005 07:46:16 +1000 From: "Barry Kruyssen" Subject: Re: KR> Fuel system To: "KRnet" Message-ID: <029101c54b72$8c0f1200$7d00a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" While I'm no hydraulic or fluid dynamics expert, I can tell you that your pump should be as low as possible, for most fuel pumps, once they are warn a little, have trouble sucking fuel up more than a few inches. Due to the friction in the pipe a long suction pipe can cause the pump to be inefficient, over sizing the suction fuel line can alleviate this but the larger the suction pipe, the harder to prime, also getting air in the line can cause the fuel pump to cavitate and not to prime. These have all been learnt the hard way, but luckily only in racing boats and stock cars (though I hate loosing to mechanical problems). I'm adding wing stub tanks in the near future and the pump will be under seat behind the main spar mounted to the floor. As low and as close to the tanks as possible. And I'm only pumping up to my header tank. As far as pumps go I only use German made PIERBURG electric fuel pumps, since switching to them I have not had a pump failure yet (you know what's going to fail in my ski boat now, don't you :-) Regards Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://www.users.bigpond.com/kr2/kr2.htm ----- Original Message ----- From: Jack Cooper I have been reading recent post and archives about removing the engine driven fuel pump and going with dual electric pumps. I'm also considering not using my header tank and using only wing tanks. My question is will the firewall mounted electric pumps pull fuel from the wings or do I need another pump to boost the fuel from the wings to the firewall? I have looked over WW's 601 and did not see any pumps except the firewall pumps. ------------------------------ Message: 10 Date: Wed, 27 Apr 2005 16:48:52 -0500 From: Subject: KR> Haveyou seen Mike? To: "KRnet" Message-ID: <002601c54b72$e7f20500$cf4c9445@DELL> Content-Type: text/plain; charset="iso-8859-1" I am still looking to get in touch with Mike Ladigo. I plan to use an 1835 VW engine he built several years ago and I would like to talk to him. I know that Dan Diehl and Marty Roberts know who he is so, if either one of you happen to see this, or anyone else please get in touch with me. Thanks, Ray Goree (raybeth123@sbcglobal.net) Ray Goree 817-795-4779 ------------------------------ Message: 11 Date: Wed, 27 Apr 2005 17:36:25 -0500 From: larry flesner Subject: KR> Fuel system/fuel pumps To: KRnet Message-ID: <3.0.6.32.20050427173625.007dba90@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >I have been reading recent post and archives about removing the engine driven fuel pump and going with dual electric pumps. I'm also considering not using my header tank and using only wing tanks. My question is will the firewall mounted electric pumps pull fuel from the wings or do I need another pump to boost the fuel from the wings to the firewall? I have looked over WW's 601 and did not see any pumps except the firewall pumps. >Jack Cooper ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ My KR has wing tanks only in the outer wing panels. I'm using two Facet electric pumps that are mounted on the floor immediately in front of the forward spar. My fuel lines come in the cockpit between the two spars, cross over the forward spar to the fuel selector valves and then down to the pumps (in parallel). From there they route forward to the pressure regulator, firewall, gascolator, and on to the carb. I have never had a problem with them priming, even when starting from empty tanks. Keep in mind that if you go that route and lose your electrical system it won't be long before you go into glide mode. Because of that, I installed a very small backup battery with separate buss, emergency fuel pump switches, etc. At the 12 hour point I suffered an intermittent/open connection in the master switch circuit that droped out my main buss. I noticed all my electric powered instruments flipping back and forth and finally going dead. I simply flipped on the emergency switches and continued on to the nearest airport which was my intended destination. Without the backup the engine would have only run till it used up the fuel in the carb. NOT GOOD !! Before each engine start, I check the condition of the backup battery with the switchable volt meter on my panel and run the pumps with the emergency switches to check for fuel pressure. That done, I shut them off and do a normal startup. I can also tie my alternator output to my backup battery with another switch on my emergency panel which activates a relay. I do that occasionally while flying to keep the battery charged. My backup buss is also tied to my one gyro instrument using diodes so if I have it turned on for use and lose my master it will continue to operate. Ninety five percent of the time I fly with it turned off anyway. 136 hours and the system has worked fine for me. As always, your results may vary. :-) Larry Flesner ------------------------------ Message: 12 Date: Thu, 28 Apr 2005 08:44:34 +1000 From: "Phillip Matheson" Subject: Re: KR> Fuel system To: , "KRnet" Message-ID: <002c01c54b7a$af837b10$ebb1dccb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" Jack, Not being a expert, but a Motor mechanic, fuel pumps , as you know pump better than they suck. I would be placing the pumps as close to the tanks as possible. Conceder what pressure is recommended for your Carbie. I will be using twin Stromberg Carbs, they run at 3 psi, I have pumps that are a standard 6 psi. Holley Carbs make a fuel regulator that a lot of high performance vehicle use, and I will be placing on in line near the Carbie. But as usual, do some home work on your fuel pressures required for your Carbie, or you may have flooding problems. 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 Construction web page at http://mywebpage.netscape.com/FlyingKRPhil/VHPKR.html Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: 13 Date: Wed, 27 Apr 2005 19:22:30 EDT From: TNCOMPRESSORMAN@aol.com Subject: Re: R?f. : RE: KR> pressure/volume To: krnet@mylist.net Message-ID: <11.442fecb4.2fa178b6@aol.com> Content-Type: text/plain; charset="US-ASCII" In a message dated 4/25/05 10:47:44 AM Eastern Daylight Time, orma@aviation-mechanics.com writes: > There is probably a specific temperature that the testing is performed > at. > The W in 5W-30 says the oil can be used in Winter. > Orma & others, With the SAE viscosity index, so called multi-grade oils are blended to be equivalent to single grade oils at 2 different temps 100 degrees F and 32 degrees F. Example: 5W30 would be equal in viscosity to strait 30 at 100 degrees and equal to strait 5 at 32 degrees. Hope this helps Riley Collins Rutledge, TN KR2-SS Lycoming ------------------------------ Message: 14 Date: Wed, 27 Apr 2005 17:14:34 -0700 From: Bryan Valentine Subject: KR> Re: KR Two stick assembly To: Jim Sellars , KRnet Message-ID: <00af01c54b87$41b5d170$efcd4346@VALENTE6S4YLVB> Content-Type: text/plain; reply-type=original; charset=iso-8859-1; format=flowed Jim if you still have the two stick set up I would be interested contact me off line bvalentine@shaw.ca Thanks in advance ------------------------------ Message: 15 Date: Wed, 27 Apr 2005 20:28:38 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> pumps To: Message-ID: <42702E36.000005.00496@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Remember, the Facet is self priming, but low in the system is still good. See you in Mt. Vernon - 2005 - KR Gathering See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC -------Original Message------- It just needs to be as low as possible in the system to aid in priming. ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 165 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================