From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 412 Date: 10/17/2005 1:25:32 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. Eggenfellner engines (Colin Rainey) 2. RE: aluminum bar stock (Doug Rupert) 3. (no subject) (Joe Beyer) 4. Re: Eggenfellner engines (Scott William) 5. valve clearances -realy puzzling (phil brookman) 6. The Eggenfellner Engine (Robert L. Stone) 7. Re: valve clearances -realy puzzling (Flymaca711689@aol.com) 8. Engine Ads (Colin Rainey) 9. Re: valve clearances -realy puzzling (Scott William) 10. RE: The Eggenfellner aircraft engine (Scott Bailey) 11. Bummer (John Esch) 12. Re: Engine Ads (VIRGIL N SALISBURY) 13. The Eggenfellner aircraft engine (Pitts Eric MSgt 181FW/MXOO) 14. Re: The Eggenfellner aircraft engine (Dennis Mingear) 15. Steve Jones (Mark Jones) 16. Re: stall/spin accidents (Mark Langford) 17. Re: valve clearances -realy puzzling (phil brookman) 18. Stall spin one step further (Colin Rainey) 19. Re: stall/spin accidents (JAMES FERRIS) 20. RE: stall/spin accidents (Ron Freiberger) 21. Steve Jones (EAA Memorial Wall) (Mark Jones) ---------------------------------------------------------------------- Message: 1 Date: Mon, 17 Oct 2005 00:36:39 -0400 From: "Colin Rainey" Subject: KR> Eggenfellner engines To: krnet@mylist.net Message-ID: <410-220051011743639409@earthlink.net> Content-Type: text/plain; charset=US-ASCII Bob Lester at one time ran a Subaru engine before changing over to a Corvair. Problems with the crankshafts due to the high rpms necessary to produce enough power. Read the Auto Mathbook for some numbers of projected life expectancy when engines are subjected to higher and higher rpms. The Chevy 350 is 3.48 inches in stroke and will reach a piston speed that at 6500 rpms will stress the crank 4 times what it is at 5500 rpms per the author of the book. Yet by de-stroking that same engine as in the Indy cars, it can be revved to 11,500 and reach the same piston speeds as 6000 rpms, bringing the same stress to the crank. You must do the same things to your chosen engine, OR use an engine that develops more HP than you need, so that your rpms can be maintained at a reasonable level for longevity. The chosen engine needs to have a broad power band where torque is good where you plan to cruise. Peak Hp does not matter if you cannot stay there for long durations. Remember about takeoffs, climbs while in cruise flight. etc... With the complexity with running a liquid cooled auto engine added to an already complex task of setting up an engine and then matching a prop to it, the idea of getting reliable information concerning PSRUs and prop matches is nothing short of daunting. The Subarus are reputed to produce X amount of HP but I was not impressed with their presentation nor information, or lack there of at Sun n Fun, from the Eggenfellner group. They seemed full of hipe but would not talk real world knowledge of their products. Like REAL hours of use instead of projected TBO. Their full rated HP falls WAY off when throttled back for economy cruise. For all the added extras in complexity and weight, you are better off with a good 2180 VW or Corvair 2.7L. The three best auto engines I have researched that are successful conversions, being used extensively, with LOTS of information available are: 1) the VW 2180; 2) the Corvair 2.7L ; 3) the 4.3V6 GM. By far these engines have way over the numbers of flying conversions that stay in the planes and the owners express satisfaction with their performance. The others have smaller numbers, and have short TBOs like the 2 cycle Rotax family. IMHO I would recommend for our birds, stick with the proven power plants and you will fly sooner, be happier, spend less money, and perform better than these other fancy boat anchors. (Ok maybe not boat anchor, but definitely tie down anchors ). Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. ------------------------------ Message: 2 Date: Mon, 17 Oct 2005 01:48:27 -0400 From: "Doug Rupert" Subject: RE: KR> aluminum bar stock To: "'KRnet'" Message-ID: <000001c5d2de$6a9528a0$4204e440@office> Content-Type: text/plain; charset="windows-1250" Don there is a place in Mississauga that sells aircraft grade aluminum just off Dixie Road. I'll go through my receipts and see if I can get you the address. In the meantime call Leavens and ask them where they get it locally. Doug Rupert I'm looking for aluminum bar stock for landing gear legs, up here in the frozen north pickings are slim. Aircraft Spruce has 3/4 inch x 4 inch 2024 T3 but I'm looking for 1 inch x 4 inch 2024 T3 or 7075 T6. Any suggestions? -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.323 / Virus Database: 267.11.14/129 - Release Date: 10/11/2005 ------------------------------ Message: 3 Date: Mon, 17 Oct 2005 01:01:45 -0700 From: "Joe Beyer" Subject: KR> (no subject) To: Message-ID: Content-Type: text/plain; charset="iso-8859-1" Message: 8 Date: Sun, 16 Oct 2005 18:58:58 -0500 From: "M & C" Subject: Re: KR> Aluminum barstock To: "KRnet" Message-ID: Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original I did this back in '88 and it works fine. Send me your email address and I can send some pictures. -Joe >I've still got the old spring bar for the oringal retracks so I plan to just >cut it into and use it. The oringal bar was designed to handle the >landing loads so it it should handle any loads imposed on it in a fixed >gear position. I've never heard of one breaking?? Commits or >suggestions welcome. ------------------------------ Message: 4 Date: Mon, 17 Oct 2005 04:23:00 -0700 (PDT) From: Scott William Subject: Re: KR> Eggenfellner engines To: brokerpilot96ta@earthlink.net, KRnet Message-ID: <20051017112300.17137.qmail@web31513.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Can I simplify this? Auto engines are engineered to spend 80% of thier life at 20% throttle. Airplane engines are engineered to spend 80% of thier life at 85% throttle. See the difference? Now, some auto engines have inherent design charachteristics that bode them well in airplanes. The Corvair is one that is superb. As mentioned below, the 2100 VW with a good forged steel crank is a good choice, as is the V6 GM motor. As for all the others.....look how they perform in boats. They don't last long because of the large power requirements on them. Hence, you'll never see a two bolt main Chevy 350 in a boat. Or a Subaru, for that matter. Scott --- Colin Rainey wrote: > Bob Lester at one time ran a Subaru engine before > changing over to a Corvair. Problems with the > crankshafts due to the high rpms necessary to > produce enough power. Read the Auto Mathbook for > some numbers of projected life expectancy when > engines are subjected to higher and higher rpms. > The Chevy 350 is 3.48 inches in stroke and will > reach a piston speed that at 6500 rpms will stress > the crank 4 times what it is at 5500 rpms per the > author of the book. Yet by de-stroking that same > engine as in the Indy cars, it can be revved to > 11,500 and reach the same piston speeds as 6000 > rpms, bringing the same stress to the crank. You > must do the same things to your chosen engine, OR > use an engine that develops more HP than you need, > so that your rpms can be maintained at a reasonable > level for longevity. The chosen engine needs to > have a broad power band where torque is good where > you plan to cruise. Peak Hp does not matter if you > cannot stay there for long durations. Remember about > takeoffs, climbs while in cruise flight. etc... > > With the complexity with running a liquid cooled > auto engine added to an already complex task of > setting up an engine and then matching a prop to it, > the idea of getting reliable information concerning > PSRUs and prop matches is nothing short of daunting. > The Subarus are reputed to produce X amount of HP > but I was not impressed with their presentation nor information, or > lack there of at Sun n Fun, from the Eggenfellner group. They seemed > full of hipe but would not talk real world knowledge of their > products. Like REAL hours of use instead of > projected TBO. Their full rated HP falls WAY off > when throttled back for economy cruise. For all the > added extras in complexity and weight, you are > better off with a good 2180 VW or Corvair 2.7L. The > three best auto engines I have researched that are > successful conversions, being used extensively, with > LOTS of information available are: 1) the VW 2180; > 2) the Corvair 2.7L ; 3) the 4.3V6 GM. By far these > engines have way over the numbers of flying > conversions that stay in the planes and the owners > express satisfaction with their performance. The > others have smaller numbers, and have short TBOs > like the 2 cycle Rotax family. > > IMHO I would recommend for our birds, stick with the > proven power plants and you will fly sooner, be > happier, spend less money, and perform better than > these other fancy boat anchors. (Ok maybe not boat > anchor, but definitely tie down anchors ). > > > Colin Rainey > brokerpilot96ta@earthlink.net > EarthLink Revolves Around You. _______________________________________ > 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 > __________________________________ Yahoo! Mail - PC Magazine Editors' Choice 2005 http://mail.yahoo.com ------------------------------ Message: 5 Date: Mon, 17 Oct 2005 12:50:41 +0100 From: "phil brookman" Subject: KR> valve clearances -realy puzzling To: "KRnet" Message-ID: <005101c5d311$001c3300$73a51352@philljl2re6t9i> Content-Type: text/plain; charset="iso-8859-1" there is this engine i know of 1835 wherre by the tappet clearances can tighten up real fast like in 1 hr that is you set them cold say 10 thou on both you run engine for 1-2 hrs and you find clearances have closed right up when the engine has gone cold -that is they have lost 10thou almost ckqed valve length -not stretched chqed deck height 70 thou ish chqed compression ratio about 8.3 chqed length of barrells when fitted and they are good and true ie a straight edge touches all 4 surfaces when placed over the top tell you what ihave noticed the build up of flys on one side of cowl is nearly 2-3 times as much as the other side -thinking here is could that mean more air is going in one inlet than the other - come on you engine buffs your thoughts on this one phil -------------- next part -------------- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.344 / Virus Database: 267.12.0/134 - Release Date: 14/10/2005 ------------------------------ Message: 6 Date: Mon, 17 Oct 2005 07:32:53 -0500 From: "Robert L. Stone" Subject: KR> The Eggenfellner Engine To: "KR Builders Pilots" Message-ID: <004e01c5d316$e5654e10$5d817646@yourat5qgaac3z> Content-Type: text/plain; charset="iso-8859-1" Netters, I want to thank all of you guys who took the time to respond to my request for information on the Eggfenfellner engine. I was told obvously by a person who did not know what he was talking about that the engine in question was really a Lycoming that had been modernized and modified using up to date technology and was therefor far better than an original. The ad was for an RV9A. All ad's I have seen for this aircraft with a real Lycoming of 150, 160, or 165 HP are being priced out at $115,000 up to $125,000. This RV9A was priced at $80,000 and now I know why. The low price was the first red light the second was the owner said his engine was 165 HP and would cruse at 160 miles an hour burning only 6 gallons an hour on auto fuel. He didn't say regular or high test. Needless to say, I will pass on this one. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ------------------------------ Message: 7 Date: Mon, 17 Oct 2005 08:42:44 EDT From: Flymaca711689@aol.com Subject: Re: KR> valve clearances -realy puzzling To: krnet@mylist.net Message-ID: <1a9.419e6161.3084f644@aol.com> Content-Type: text/plain; charset="US-ASCII" look in the archives you will find lots on the valve seats recessing. 100av gas is killer without mixing it with reg pump gas. my self after wasting money on av gas and giving more money to Steve at great planes (problem solver) its pump gas for me. you can get most specs on line at the gp site he sells a nice bible on the aircraft vw give him a call its free if he around he will solve your problems at a fair price. ------------------------------ Message: 8 Date: Mon, 17 Oct 2005 10:07:37 -0400 From: "Colin Rainey" Subject: KR> Engine Ads To: krnet@mylist.net Message-ID: <410-220051011714737347@earthlink.net> Content-Type: text/plain; charset=US-ASCII Netters need to be aware that alot of people talk about what their engine does in one statement when they are actually covering several different factors. People will advertise an economy of so many gallons an hour, while cruising at a high cruise speed. Then in practice actual builder/owners report the speed is achieved but not the economy at that speed. Example: a Corvair engine can cruise at 3 to 4 gallons an hour just like the VW, and can push the KR up to speeds of 150 to 180 mph. But to say it can cruise at 170 mph at 3 gallons an hour is not over exaggerating, it is a lie! It can do one, or the other but not both at the same time. My VW would use almost 3.5 gallons and hour all the time, due to restricted time in climb, and lots of time in cruise testing. But it never got over 140 mph, and would cruise at 125 mph. Talk to actual aircraft owners who are NOT selling their plane for accurate reports of the engine in question. Also something to keep in mind about Subaru engines that no one has mentioned yet is, most have timing belts. They are difficult to change due to the amount of engine assemblies that must be removed to get to it (less for the plane version). They are also INTERFERENCE engines. This means that when the belt breaks, you have valve damage for sure. A bad day got worse. The Corvair is gear drive, like the VW and the GM 4.3 V6 is chain drive. I could go on, but I think all see my point about doing your research and not getting sucked in to advertising. Remember, if it was such a Chariot/cream puff, why is he/she selling it! Also make sure that you check on the CONTINUOUS rated hp for the engine desired and its rpm, not just peak numbers. 2 cycles make good hp, but have to run in the top part of their designed rpms to make any significant hp at all. This will have a big impact on the PSRU/Prop you use. Pump gas is good, but remember it has alcohol in it which absorbs water. Also it will gum up a carb if left parked for extensive periods of time. I would suggest a diet of premium gas for regular running, but top up to park it on 100LL, and make sure that the 100LL is in the carb when at rest/parked, unless you are flying at least every 3 to 4 days. Otherwise, if it sits parked for a month or two due to personal scheduling, the carb is going to start getting this lacquer like brown/gold film in it from the pump gas, and you will have to re-build it prematurely. You will also periodically have to add a gas treatment to absorb any water that you do not get sumped off. Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. ------------------------------ Message: 9 Date: Mon, 17 Oct 2005 07:40:34 -0700 (PDT) From: Scott William Subject: Re: KR> valve clearances -realy puzzling To: KRnet Message-ID: <20051017144035.66844.qmail@web31513.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 --- phil brookman wrote: > there is this engine i know of 1835 wherre by the > tappet clearances can tighten up real fast like in 1 > hr Your time frame concerns me. Le tme try to explain why... > that is > you set them cold say 10 thou on both > you run engine for 1-2 hrs > and you find clearances have closed right up when > the engine has gone cold -that is they have lost > 10thou almost What are you calling "cold"? Prferrably this engine will have sat overnight to get "cold". Unless you can be assured that the engine casting temps are under 100deg, that engine cannot be reliably called "cold". Also, keep in mind that clearances should be set differently with aluminum pushrods as opposed to chrome moly steel pushrods due to thermal expansion differences. Also, beware of problems with valve seats. Assuming your motor has hardened valves and seats, it is entirely possible that your valve seats have pushed farther into the head. You may be getting ready to "suck a valve seat". Just my $.02 Scott __________________________________ Yahoo! Music Unlimited Access over 1 million songs. Try it free. http://music.yahoo.com/unlimited/ ------------------------------ Message: 10 Date: Mon, 17 Oct 2005 07:52:22 -0700 From: "Scott Bailey" Subject: RE: KR> The Eggenfellner aircraft engine To: "'KRnet'" Message-ID: Content-Type: text/plain; charset="us-ascii" Bob, An RV-6A pilot I know has flies with the 2.5 supercharged liter engine and is very pleased. He is an electrical engineer and has helped Eggenfellner with working out the bugs. I've spent a good bit of time with the Eggenfellner folks and they seem to be very good people. As a side note, I'm told the company now gets their engines directly from Subaru now. If you'd like more info, contact me at sbailey@mandelcom.com. Regards - Scott Bailey Belmont, Ca -----Original Message----- From: Robert L. Stone [mailto:rstone4@hot.rr.com] Sent: Sunday, October 16, 2005 10:49 AM To: KR Builders Pilots Subject: KR> The Eggenfellner aircraft engine Netters, Can any of you guys tell me anything about the quality, dependability of the Eggenfellner Aircraft engines??? I am considering buying an aircraft with 165 NP Eggenfellner engine installed and know nothing about this new engine. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ------------------------------ Message: 11 Date: Mon, 17 Oct 2005 10:17:30 -0700 From: "John Esch" Subject: KR> Bummer To: , Message-ID: <001401c5d33e$aa60f080$6501a8c0@VAIO> Content-Type: text/plain; charset="iso-8859-1" All Due to time constraints and timing in my family's life, I am going to put up my KR and Corvair up forsale. I hate to do this cause I know I will regret it later. http://www.home.earthlink.net/~jfesch/index.html John Esch Independence, Oregon (That is on the west coast) ------------------------------ Message: 12 Date: Mon, 17 Oct 2005 14:17:46 -0400 From: VIRGIL N SALISBURY Subject: Re: KR> Engine Ads To: brokerpilot96ta@earthlink.net,krnet@mylist.net Message-ID: <20051017.141848.2272.2.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii Ues STABLE and porge the carb float bow, Virg On Mon, 17 Oct 2005 10:07:37 -0400 "Colin Rainey" writes: > Netters need to be aware that alot of people talk about what their > engine does in one statement when they are actually covering several > different factors. People will advertise an economy of so many > gallons an hour, while cruising at a high cruise speed. Then in > practice actual builder/owners report the speed is achieved but not > the economy at that speed. Example: a Corvair engine can cruise at > 3 to 4 gallons an hour just like the VW, and can push the KR up to > speeds of 150 to 180 mph. But to say it can cruise at 170 mph at 3 > gallons an hour is not over exaggerating, it is a lie! It can do > one, or the other but not both at the same time. My VW would use > almost 3.5 gallons and hour all the time, due to restricted time in > climb, and lots of time in cruise testing. But it never got over > 140 mph, and would cruise at 125 mph. Talk to actual aircraft > owners who are NOT selling their plane for accurate reports of the > engine in question. Also something to keep in mind about Subaru > engines that no one has mentioned yet is, most have timing belts. > They are difficult to change due to the amount of engine assemblies > that must be removed to get to it (less for the plane version). > They are also INTERFERENCE engines. This means that when the belt > breaks, you have valve damage for sure. A bad day got worse. The > Corvair is gear drive, like the VW and the GM 4.3 V6 is chain drive. > I could go on, but I think all see my point about doing your > research and not getting sucked in to advertising. > Remember, if it was such a Chariot/cream puff, why is he/she selling > it! > > Also make sure that you check on the CONTINUOUS rated hp for the > engine desired and its rpm, not just peak numbers. 2 cycles make > good hp, but have to run in the top part of their designed rpms to > make any significant hp at all. This will have a big impact on the > PSRU/Prop you use. > > Pump gas is good, but remember it has alcohol in it which absorbs > water. Also it will gum up a carb if left parked for extensive > periods of time. I would suggest a diet of premium gas for regular > running, but top up to park it on 100LL, and make sure that the > 100LL is in the carb when at rest/parked, unless you are flying at > least every 3 to 4 days. Otherwise, if it sits parked for a month > or two due to personal scheduling, the carb is going to start > getting this lacquer like brown/gold film in it from the pump gas, > and you will have to re-build it prematurely. You will also > periodically have to add a gas treatment to absorb any water that > you do not get sumped off. > > > Colin Rainey > brokerpilot96ta@earthlink.net > EarthLink Revolves Around You. > _______________________________________ > 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 > > Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 13 Date: Mon, 17 Oct 2005 13:30:49 -0500 From: Pitts Eric MSgt 181FW/MXOO Subject: KR> The Eggenfellner aircraft engine To: krnet@mylist.net Message-ID: <200510171830.j9HIUpmq027031@phantom1.region4.ang.af.mil> Content-Type: text/plain You mite check there web site to glean some more info http://www.eggenfellneraircraft.com/ Eric Pitts Terre Haute IN KR2S http://home.att.net/~e.j.pitts/ ------------------------------ Message: 14 Date: Mon, 17 Oct 2005 11:47:08 -0700 (PDT) From: Dennis Mingear Subject: Re: KR> The Eggenfellner aircraft engine To: KRnet Message-ID: <20051017184708.90024.qmail@web51406.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Kitplanes just did an article on Eggenfeller and some of the people using His motor. You might see if your library has a copy you can look at. Denny ... --- Pitts Eric MSgt 181FW/MXOO wrote: > You mite check there web site to glean some more > info > http://www.eggenfellneraircraft.com/ > > > Eric Pitts > Terre Haute IN > KR2S > http://home.att.net/~e.j.pitts/ > > _______________________________________ > 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 > GOP = Greed-Oppression-Power. __________________________________ Yahoo! Music Unlimited Access over 1 million songs. Try it free. http://music.yahoo.com/unlimited/ ------------------------------ Message: 15 Date: Mon, 17 Oct 2005 13:55:00 -0500 From: "Mark Jones" Subject: KR> Steve Jones To: "KR Net \(E-mail\)" Message-ID: <26D1C67793459F43BF8DA235F92B1F357C45A0@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" It is with great regret that this e-mail is being sent to the KR family. I have not seen this announced public ally here so I thought it would be appropriate to link you to the actual news report. Here is the link: http://www.newscoast.com/apps/pbcs.dll/article?AID=/20051016/NEWS/510160311/1001/NEWS0105 Mark Jones (N886MJ) Wales, WI Visit my web site: http://mywebpage.netscape.com/n886mj Email: flykr2s@wi.rr.com ------------------------------ Message: 16 Date: Mon, 17 Oct 2005 14:07:45 -0500 From: "Mark Langford" Subject: Re: KR> stall/spin accidents To: "KRnet" Message-ID: <008a01c5d34e$0e8a1f50$d004a58c@net.tbe.com> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original As always, it's nobody's place to second guess anybody's flying skills under these circumstances, but the spiral into the gulf thing certainly lends a clue to what happened. I'm not much of a pilot, but I did do something this weekend that I hope will keep me out of the stall/spin statistic book. I read the book "Stick and Rudder" from cover to cover, and it made me realize that there's a lot that I didn't (and still don't know) about flying. After reading that book, I now have a much better understanding of why planes do what they do when the controls are used in every conceivable way, and I feel like I should now have a much better chance of avoiding that predicament. I've known about this book for 30 years (originally written in 1944, and revised several times), but I think finally buying and reading it may very well save my life in the near future (at least I hope so). I highly recommend that if you don't have it yet, buy it and read it. It's sold just about everywhere aviation is spoken. It makes it clear how even experienced pilots get bitten by this snake, and how to avoid it... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------ Message: 17 Date: Mon, 17 Oct 2005 20:18:19 +0100 From: "phil brookman" Subject: Re: KR> valve clearances -realy puzzling To: "KRnet" Message-ID: <009e01c5d34f$88b9c400$73a51352@philljl2re6t9i> Content-Type: text/plain; charset=iso-8859-1 THANKS SCOT COLD TO COLD OVERNIGHT valve seats seem ok too using unleaded btw phil ----- Original Message ----- From: "Scott William" To: "KRnet" Sent: Monday, October 17, 2005 3:40 PM Subject: Re: KR> valve clearances -realy puzzling > > > --- phil brookman wrote: > > > there is this engine i know of 1835 wherre by the > > tappet clearances can tighten up real fast like in 1 > > hr > > Your time frame concerns me. Le tme try to explain > why... > > > that is > > you set them cold say 10 thou on both > > you run engine for 1-2 hrs > > and you find clearances have closed right up when > > the engine has gone cold -that is they have lost > > 10thou almost > > > What are you calling "cold"? Prferrably this engine > will have sat overnight to get "cold". Unless you can > be assured that the engine casting temps are under > 100deg, that engine cannot be reliably called "cold". > > Also, keep in mind that clearances should be set > differently with aluminum pushrods as opposed to > chrome moly steel pushrods due to thermal expansion > differences. > > Also, beware of problems with valve seats. Assuming > your motor has hardened valves and seats, it is > entirely possible that your valve seats have pushed > farther into the head. You may be getting ready to > "suck a valve seat". > > > Just my $.02 > > Scott > > > > > > __________________________________ > Yahoo! Music Unlimited > Access over 1 million songs. Try it free. > http://music.yahoo.com/unlimited/ > > _______________________________________ > 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 > > > -- > No virus found in this incoming message. > Checked by AVG Anti-Virus. > Version: 7.0.344 / Virus Database: 267.12.0/134 - Release Date: 14/10/2005 > > ---------------------------------------- I am using the free version of SPAMfighter for private users. It has removed 24438 spam emails to date. Paying users do not have this message in their emails. Try www.SPAMfighter.com for free now! -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.344 / Virus Database: 267.12.0/134 - Release Date: 14/10/2005 ------------------------------ Message: 18 Date: Mon, 17 Oct 2005 15:19:23 -0400 From: "Colin Rainey" Subject: KR> Stall spin one step further To: krnet@mylist.net Message-ID: <410-2200510117191923503@earthlink.net> Content-Type: text/plain; charset=US-ASCII Mark is absolutely right, but I would recommend one step further. Take the time close to the time you will begin test flying, or after any decent layoff of flying, and go get with a senior instructor for some residual stall spin awareness training, after studying the book, Stick and Rudder. Get the knowledge in, and then train the body to do the right thing to avoid the circumstances. Some time ago the FAA removed the requirement for actual spin experience from the training of a Private Pilot, because they found that merely being intimately familiar with stall/spin avoidance was all that was necessary with out putting the instructor and student at risk of no recovery. Godspeed Steve.... Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. ------------------------------ Message: 19 Date: Mon, 17 Oct 2005 15:43:43 -0400 From: JAMES FERRIS Subject: Re: KR> stall/spin accidents To: krnet@mylist.net Cc: krnet@mylist.net Message-ID: <20051017.154344.1880.0.mijnil@juno.com> Content-Type: text/plain; charset=us-ascii I agree with Colin, I f you have never done spins? get an instructor and do some. Hen I was learning to fly, I had a problem with stalls in steep turns, i always got into a spin or spiral so i got spin training. When a friend went to take his check ride the check piolet ask have you ever done a spin? the answer was No so his check ride was an hour of nothing but spins and this is when the FAA didnot require you to do spins. Aerobatic flying would be good for all of use because in a vortex you get rolled upside down and most of us cannot recover fron that at a low altitude wher we are most lickly to encounter that. my .02 cents worth for what evwr it worth? jim On Mon, 17 Oct 2005 14:07:45 -0500 "Mark Langford" writes: > As always, it's nobody's place to second guess anybody's flying > skills under > these circumstances, but the spiral into the gulf thing certainly > lends a > clue to what happened. I'm not much of a pilot, but I did do > something this > weekend that I hope will keep me out of the stall/spin statistic > book. I > read the book "Stick and Rudder" from cover to cover, and it made me > realize > that there's a lot that I didn't (and still don't know) about > flying. > > After reading that book, I now have a much better understanding of > why > planes do what they do when the controls are used in every > conceivable way, > and I feel like I should now have a much better chance of avoiding > that > predicament. I've known about this book for 30 years (originally > written in > 1944, and revised several times), but I think finally buying and > reading it > may very well save my life in the near future (at least I hope so). > I > highly recommend that if you don't have it yet, buy it and read it. > It's > sold just about everywhere aviation is spoken. It makes it clear > how even > experienced pilots get bitten by this snake, and how to avoid it... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > > > _______________________________________ > 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: 20 Date: Mon, 17 Oct 2005 16:18:51 -0400 From: "Ron Freiberger" Subject: RE: KR> stall/spin accidents To: "'KRnet'" Message-ID: <001201c5d358$00bdf900$6400a8c0@Disorganized> Content-Type: text/plain; charset="us-ascii" Spins are fun after you learn the drill, and one thing you'll learn is NEVER let that happen close to the ground. Ron Freiberger mail to ronandmartha@earthlink.net ------------------------------ Message: 21 Date: Mon, 17 Oct 2005 15:30:10 -0500 From: "Mark Jones" Subject: KR> Steve Jones (EAA Memorial Wall) To: "KR Net \(E-mail\)" Cc: "CorvAircraft \(E-mail\)" Message-ID: <26D1C67793459F43BF8DA235F92B1F357C45A5@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" Steve Jones was an inspiration to the KR Family and I would like to recognize his dedication to the KR and the Corvair engine by honoring him with a memorial on the EAA Memorial Wall in Oshkosh, WI. For those of you unfamiliar with this, here is the link so you can understand what I am talking about: http://www.airventure.org/2005/events/memorial_wall.html A lot of you are new to the KR Family and may not know but I did this with donations from you for Ken Rand a few years ago. This gesture was more than appreciated by the Rand family, as I am sure Steve Jones' family would be honored to know we recognized Steve in such a manner. It is my understanding that Steve has no wife or children which is a blessing in itself, therefore, what better way could we remember Steve than to have his memorial permanently placed in a location he so much loved. If you would like to contribute to the Steve Jones EAA Memorial Fund please do so one of two ways: Send funds using PayPal www.paypal.com account flykr2s@wi.rr.com . (My e-mail address is the PayPal account number). or Mail to: Mark Jones 615 Wexford Circle Wales, WI 53183 The Memorial Wall dedication service will take place during AirVenture 2006. Any amount over the required amount for the Memorial will be donated to the KR Gathering Fund. Thanks, Mark Jones (N886MJ) Wales, WI Visit my web site: http://mywebpage.netscape.com/n886mj Email: flykr2s@wi.rr.com ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 412 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================