From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 484 Date: 11/26/2005 6:05:04 PM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Re: Engine heat (Jim) 2. Re: Great day for a desert flight (Joseph H. Horton) 3. Joe Horton (Mark Jones) 4. Re: Joe Horton (Joseph H. Horton) 5. VW rpms (Lee Van Dyke) 6. prop indexing - dunno what that is ! (Peter Diffey) 7. Re: VW rpms (phil brookman) 8. Re: prop indexing - dunno what that is ! (Martindale Family) 9. Turbo engines (Peter Diffey) 10. Brian's Visit (Dan Heath) 11. The Fix (Robert L. Stone) 12. Re: The Fix (Bob Glidden) 13. RE: The Fix (Brian Kraut) 14. RE: music (Brian Kraut) 15. Re: The Fix (jscott.pilot@juno.com) 16. RE: Engine heat (Brian Kraut) 17. RE: Brian's Visit (Brian Kraut) 18. Re: Ellison primer system (Mark Langford) 19. (no subject) (Robert L. Stone) 20. Re: The Fix (jeffyork40@qx.net) ---------------------------------------------------------------------- Message: 1 Date: Sat, 26 Nov 2005 02:09:40 -0600 From: "Jim" Subject: Re: KR> Engine heat To: "KRnet" Message-ID: <000801c5f260$c0961290$83306644@D7WNCM71> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original No problem with most of what you said 'however if you run the engine lean of peak you will be replacing cylinders'no matter who,s injecters you have. ----- Original Message ----- From: "Brian Kraut" To: "KRnet" Sent: Friday, November 25, 2005 6:10 PM Subject: RE: KR> Engine heat >I have seen published EGT never to exceed temps before, but only on >factory planes that have the probe in the same place. What your >maximum is will depend on where the probe is and a little bit on how >the air flow is over the exhaust. > > When you are leaning the engine you are looking for what the peak EGT > is > as > you pull the mixture back. The actual number is not really that > important. > > When you are at your cruise power setting you want to slowly pull the > mixture back a little at a time. Let the EGT settle for 5 to 10 > seconds each time you pull back a little. You will eventually reach a > point where you get a peak temperature and pulling back the mixture > any more will cause the temp to decrease. Once you have found the > peak you want to push the mixture in where it is 25 - 50 degrees rich > of peak for a good economy cruise. Your best power setting will be > about 100 degrees rich of peak. You will find that your peak temp wil > vary some depending on your power setting, altitude, and outside air > temp, but you can still find the peak at > any setting. > > I have found that with exhaust wrap that it is much easier to find the > peak > on my Midget Mustang than it was without it. > > You will get some differences of opinion on weather you should run > rich of peak, lean of peak, or at peak. If you have a good matched > set of fuel injectors like the Gami ones you can safely run best a > little lean of peak. When you are using a carburated engine or regular > injectors that are not matched and you only have one EGT you need to > err on the rich side because you might have one or more other > cylinders that are leaner than the one you > have the EGT on and you can damage them. > > Brian Kraut > Engineering Alternatives, Inc. > www.engalt.com > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On > Behalf Of Robert L. Stone > Sent: Friday, November 25, 2005 1:14 PM > To: KR Builders Pilots > Subject: KR> Engine heat > > > Netters, > I hope one of you is knowledgeable enough to provide me with > information I need to use my EGT gauge. I need facts rather than > opinions. I am running a 110 horse Lycoming > engine and just had an EGT gauge installed. The gauge is set to alarm at > 1500 degrees and this seems high to me. Can anyone tell me when climing > to > altitude and thining the mixture what would be the best temperature for > maximum fuel economy and engine health. I would also like to know what > the > never exceed temperature would be. > > Bob Stone > > > _______________________________________ > 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 > > > > _______________________________________ > 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: 2 Date: Sat, 26 Nov 2005 05:50:55 -0500 From: "Joseph H. Horton" Subject: Re: KR> Great day for a desert flight To: krnet@mylist.net Message-ID: <20051126.055055.2240.9.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii Lee-- It sounds great. Glad to hear you are back at it. I'm on the way out now. it is 22 deg. and cloud base at 6500 and snow to the north. Some how I am having trouble feeling sorry for you. Joe Horton > > The tank has been repaird and glassed back in. Its not real pretty > but after reading the other flight stories on the net I had to go. > I got to the airport this morning, OK almost afternoon. Gased up > and fired it up. Since it was so cold,,,,, about 65 I had to let it > warm up for full 5 minutes. Everything was looking good. I taxied > around for about 10 minutes, and then decided to give it a test. I > taxied to the active and was cleared, I can tell by the sound in the > controlers voice that he was happy to see me back running. I took > off and had plans to fly to Yuma, but wanted to fly close to the > airport at first until all felt fine. After about 10 minutes I > decided to head west. I was about 40 mile out and that little voice > inside said...."what are you doing'? the big voice said flying to > Yuma shut up. I checked all temps, the map and went to Yuma. Being > a Marine Corps base as well as small commercial airport, I wanted to > have all my ducks in a row. I listened to ATIS and it said "YUMA > TOWER CLOSED" all traffic on 119.3. A glorified unicom, that made > me feel a little better. Normally there are jets and planes all > over the place today one cessna in the air and one Lear taking off. > After landing a getting to the FBO, I drained the baldder and talked > to several people who wanted to talk to big guy who got out of that > little airplane. I cant make the plane bigger, diet started today. > I gassed up and took off to the NW tha CA dunes are packed on Turkey > day weekend. Brother in law and office manager and families were > out there. A couple low passes and back to Chandler. 150 miles in > 1:20. Not the fasted KR2, but a flying > KR2....yyyyyyyeeeeeeeeehhhhhaaaaaaaaa. ------------------------------ Message: 3 Date: Sat, 26 Nov 2005 09:36:24 -0600 From: "Mark Jones" Subject: KR> Joe Horton To: "KR Net" , "Corvaircraft" Message-ID: <001501c5f29f$295b5360$6501a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" Guys and Gals, I have added several photos to Joe Horton's web link. Here is the link for your pleasure: http://flykr2s.com/joehorton.html Mark Langford please update this link on the KR Net page under completed KR's. Thanks Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my NEW KR-2S CorvAIRCRAFT web site at www.flykr2s.com ------------------------------ Message: 4 Date: Sat, 26 Nov 2005 12:16:26 -0500 From: "Joseph H. Horton" Subject: Re: KR> Joe Horton To: krnet@mylist.net Message-ID: <20051126.121627.2240.10.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii > Guys and Gals, > I have added several photos to Joe Horton's web link. Here is the > link for > your pleasure: http://flykr2s.com/joehorton.html > Mark Langford please update this link on the KR Net page under > completed > KR's. Thanks > > Thanks a heap Mark. It almost makes me feel proud. Got another hour in this morning. It was smooth as could be and cold as ^##*. Frooze my butt off. Did some stability test and practiced tight turns using my house as the center of course. I also made a run up to a Buddies house and circled him a bit. I did most flying at full throttle today. The run North was about 40 miles and I was there so fast I over flew by a couple miles. I think that my airspeed indicator is right on. Full throttle straight and level is right about 170 mph. I did try a little more of increasing speed by climbing a few hundred feet above my altitude and then lowering the nose back down to my desired altitude and she would keep what ever speed I gained on the dive. I was able to do 175 by doing that. I did another stupid thing this morning that i knew I would do someday with my fuel system. I have been keeping the header tank between 3/4 and full so my testing is with in a certain range. This morning I turned on the transfer pump at 3/4 tank and forgot about it until I throttled back in the pattern. That's when I could hear it clattering. I figure I pumped 3 or 4 gals out through the vent. Ouch! The rest of you Guys get out there and make some parts, the sum of which can soon be an incredible airplane. YEEEEHAAAA! Joe Horton, Coopersburg, PA. joe.kr2s.builder@juno.com ------------------------------ Message: 5 Date: Sat, 26 Nov 2005 14:03:17 -0700 From: "Lee Van Dyke" Subject: KR> VW rpms To: "KRnet" Message-ID: <001301c5f2cc$d4208b80$6401a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Group, Although my day yesterday was a great time, there are a few housekeeping things to take car of. 1. Airspeed was about 120 +/- (could be faster) 2. RPM's 3300 max at level flight 3150 @ climb out. 3. Fuel consumption is about 5 gal per hour ( I have a Super POSA ) I can lean it out in the air. 4. No music for the 1:20 trip. What is an easy inexpensive way to get music/ipod/satalite radio piped into the headset?? 5. CHT is a little high on #1 cyl. My prop that I have now is a Culver 52/45 this might need to be repitched, per GP this might help with the RPM's and the temp. I have an HAPI 1835 VW with Scat heads Any Ideas from the VW guys out there?????? Lee Van Dyke Mesa AZ Lee@vandyke5.com ------------------------------ Message: 6 Date: Sat, 26 Nov 2005 21:47:05 +0000 From: Peter Diffey Subject: KR> prop indexing - dunno what that is ! To: krnet@mylist.net Message-ID: <4388D7D9.6090902@heroic.co.uk> Content-Type: text/plain; charset=ISO-8859-1; format=flowed Hi, I guess that indexing a prop is a US term, cos I have not heard it in UK, so I am guessing what is meant. I think in many cases it is a practical choice rather than an engineering decision. Assuming that the prop is well balanced, the orientation should not make any difference what way round it is, however in the case of props on hand swung VW engines, if you put the prop on 120 degrees out, it will be a pig to start, because you reach TDC with the prop at something like 300 true, or down by your boot laces. I know that there are blokes out there that like to try anything just to prove it can be done.... Ah, finally, *ugger, *ollocks and other anglo-saxon words are perfectly acceptable english when the prop kicks back and catches you across the knuckles. Pete Diffey St Albans, UK ------------------------------ Message: 7 Date: Sat, 26 Nov 2005 22:20:53 -0000 From: "phil brookman" Subject: Re: KR> VW rpms To: "KRnet" Message-ID: <003001c5f2d7$aa3d4640$73a51352@philljl2re6t9i> Content-Type: text/plain; charset=iso-8859-1 hi lee checking tappet clearances 8-10 thou especialy on the exhaust and very i portant ly listening down the exhaust for a valve not seating correctly is there good compression on all cyls each flight i turn prop by hand for a bit and listen for any signs of leaky valves or blow by also you baffling may need lokking at and checking the actual pitch of the prop is a good idea -use protractor or do the maths route how high is cyl 1 i runa 1835 hapi i am informed doing the hvx mods are a good idea too phil ----- Original Message ----- From: "Lee Van Dyke" To: "KRnet" Sent: Saturday, November 26, 2005 9:03 PM Subject: KR> VW rpms > Group, > > Although my day yesterday was a great time, there are a few housekeeping things to take car of. > > 1. Airspeed was about 120 +/- (could be faster) > 2. RPM's 3300 max at level flight 3150 @ climb out. > 3. Fuel consumption is about 5 gal per hour ( I have a Super POSA ) I can lean it out in the air. > 4. No music for the 1:20 trip. What is an easy inexpensive way to get music/ipod/satalite radio piped into the headset?? > 5. CHT is a little high on #1 cyl. > > My prop that I have now is a Culver 52/45 this might need to be repitched, per GP this might help with the RPM's and the temp. > > I have an HAPI 1835 VW with Scat heads > > Any Ideas from the VW guys out there?????? > > 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 > > > -- > No virus found in this incoming message. > Checked by AVG Free Edition. > Version: 7.1.362 / Virus Database: 267.13.8/183 - Release Date: 25/11/2005 > > ---------------------------------------- I am using the free version of SPAMfighter for private users. It has removed 24557 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 Free Edition. Version: 7.1.362 / Virus Database: 267.13.8/183 - Release Date: 25/11/2005 ------------------------------ Message: 8 Date: Sun, 27 Nov 2005 09:23:30 +1100 From: "Martindale Family" Subject: Re: KR> prop indexing - dunno what that is ! To: "KRnet" Message-ID: <000e01c5f2d8$07aa82c0$4acc1fd3@desktop> Content-Type: text/plain; charset="iso-8859-1" Hi Peter My understanding is that balancing and vibration can be two separate issues. All materials have a rotational frequency about which they vibrate. Even a perfectly balanced engine can need a torsional damper to ensure that this frequency is transferred to rev ranges outside the normal operating range of the engine. Prop indexing assists in this and the rule of thumb we have discussed recently on this and the Corvaircraft list (search the archives) is that the prop blade should be mounted at 90 degrees to the nearest crank throw. Sometimes balancing, dampers, sliding crank counterweights and indexing are still not enough and in those cases we see tachos placarded against certain rev ranges (eg., the Cutlass O-360). Regards John ----- Original Message ----- From: "Peter Diffey" To: Sent: Sunday, November 27, 2005 8:47 AM Subject: KR> prop indexing - dunno what that is ! > Hi, > > I guess that indexing a prop is a US term, cos I have not heard it in > UK, so I am guessing what is meant. > > I think in many cases it is a practical choice rather than an > engineering decision. > > Assuming that the prop is well balanced, the orientation should not make > any difference what way round it is, however in the case of props on > hand swung VW engines, if you put the prop on 120 degrees out, it will > be a pig to start, because you reach TDC with the prop at something like > 300 true, or down by your boot laces. > > I know that there are blokes out there that like to try anything just to > prove it can be done.... > > Ah, finally, *ugger, *ollocks and other anglo-saxon words are perfectly > acceptable english when the prop kicks back and catches you across the > knuckles. > > Pete Diffey > St Albans, UK > > > > > > > _______________________________________ > 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: 9 Date: Sat, 26 Nov 2005 22:50:34 +0000 From: Peter Diffey Subject: KR> Turbo engines To: krnet@mylist.net Message-ID: <4388E6BA.7070206@heroic.co.uk> Content-Type: text/plain; charset=ISO-8859-1; format=flowed Hi, In the early 90's just about every car manufacturer in Europe offered a petrol turbo, it was an easy way to bring a performance model to a dull model range - it was also "sexy". Today in spite of the many advances made in engine design over the last 10 years, turbos have pretty much disappeared, with the exception of the exotics, 911s etc. There are still plenty of diesel turbos about. I suspect that the a major reason for the disappearance may have been poor reliability, as the market place has become more competetive, manufacturers have had to offer better warranties, and turbos just could not deliver, too many blown engines, fires etc. I share the view of others contributors who think you cannot go bolting on a turbo to an engine that was originally designed to produce 40 or so HP at 4000 revs, boost it to perhaps 0.85 bar and develop perhaps 80 HP at 3300 revs and expect it to last very long. You want to start thinking different pistons, coated bores, sodium valves etc. In addition you have to consider either injection or going to a pressurised carb, or you have to hang the carb in front of the turbo which could increase the risk of icing. There is also the problem of awful turbo lag, going round could be fun. Add all these complications together, and my brain keeps saying "80-120HP=Jabiru ", a bit more expensive, but guaranteed TBO and 2/3 the weight of a VW. Pete Diffey St Albans, UK ------------------------------ Message: 10 Date: Sat, 26 Nov 2005 18:36:58 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Brian's Visit To: Message-ID: <4388F19A.000005.02912@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I added one pic to the home page, of Brians' Mustang with the Black Bird. Today, Brian Kraut flew up in his very nice Mustang. The wing fairings have been finished and painted. The plane is looking very nice. We had a great visit even though I could not get the Black Bird to start while he was here. After Brian left, one of the guys at the airport helped me clean the spark plugs and that did not help, so we resorted to the ether that Jerry got yesterday. That got it running real quick. With a little fiddling and turning the idle mixture the opposite direction, it seems to be better, but I still don't know if it will start cold. If the weather is good tomorrow, I will mess with it some more. It seems a little better now, but still not ready for prime time. See N64KR at http://KRBuilder.org - Then click on the pics See you in Mt. Vernon - 2006 - KR Gathering There is a time for building and a time for FLYING and the time for building is OVER. Daniel R. Heath - Lexington, SC ------------------------------ Message: 11 Date: Sat, 26 Nov 2005 17:58:37 -0600 From: "Robert L. Stone" Subject: KR> The Fix To: "KR Builders Pilots" Message-ID: <007801c5f2e5$51477fc0$5d817646@yourat5qgaac3z> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Netters, I had a pre-buy inspection done on my Cessna 152 and during the compression check the mechanic found one cylinder was showing only 47 pounds. Another mechanic did something I have never heard of before. He said that sometimes there will be a carbon buildup on the seal of the exahust valve and cause it to not close all the way and seal on the compression stroke as it is supposed to do. He took a large rubber mallet and smacked the roker arms a few times after removing the cover of course and now that cylinder is showing 74 pounds. Just a few strokes with a rubber mallet was all it took to jar the carbon off of the seal. I could see an expensive repair bill for grinding valves, replacing rings or possibly the entire cylinder so I thought you guys aught to know about this fix. Bob Stone, Harker Heights, Tx rstone4@hot.rr.com ------------------------------ Message: 12 Date: Sat, 26 Nov 2005 19:02:52 -0500 From: "Bob Glidden" Subject: Re: KR> The Fix To: "KRnet" Message-ID: <010b01c5f2e5$e961cae0$6501a8c0@ADMINISTRATOR> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Bob That is a pretty common problem and fix on certified engines.sometimes you have to let some marvel mystery oil soak in the cylinder for a while to loosen things up. Bob Glidden Eminence,Indiana KR2S N181FW (building) Corvair 110 glidden@ccrtc.com --- --- ------------------------------ Message: 13 Date: Sat, 26 Nov 2005 19:54:13 -0500 From: "Brian Kraut" Subject: RE: KR> The Fix To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" Sometimes you can also get the same result by just starting the engine and letting it run a little. The tapping the valves method is of course easier if you happen to have all the plugs out and the valve covers off at the time. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Robert L. Stone Sent: Saturday, November 26, 2005 6:59 PM To: KR Builders Pilots Subject: KR> The Fix Netters, I had a pre-buy inspection done on my Cessna 152 and during the compression check the mechanic found one cylinder was showing only 47 pounds. Another mechanic did something I have never heard of before. He said that sometimes there will be a carbon buildup on the seal of the exahust valve and cause it to not close all the way and seal on the compression stroke as it is supposed to do. He took a large rubber mallet and smacked the roker arms a few times after removing the cover of course and now that cylinder is showing 74 pounds. Just a few strokes with a rubber mallet was all it took to jar the carbon off of the seal. I could see an expensive repair bill for grinding valves, replacing rings or possibly the entire cylinder so I thought you guys aught to know about this fix. Bob Stone, Harker Heights, Tx rstone4@hot.rr.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: 14 Date: Sat, 26 Nov 2005 20:04:21 -0500 From: "Brian Kraut" Subject: RE: KR> music To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" On a KR the best way to get music is usually to add an intercom with a music input. I had a Flightcom 403MC in my KR and it worked great for about $200, not to mention the intercom function of it. I bought a second car cradle for my XM radio and mounted it back behind the seat in the baggage compartment. The antenna worked fine under the turtledeck. On my Midget Mustang I just bought a set of Lightspeed ANR headsets with a music input. I am currently using a hundred dollar 2 gig MP3 player I got at Best Buy and it works good. It is also nice because I can bring it in different planes with me. Before I had the headsets I was using the ear buds under my regular headset and that sort of worked. I have heard that if you get the portable music players that you don't want to get the type with the hard drives in them. The heads ride over the disc on a film of air a few thousandths of an inch over the disc. At high altitudes they will skip and be useless. You don't have that problem with the digital memory players. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces+brian.kraut=engalt.com@mylist.net [mailto:krnet-bounces+brian.kraut=engalt.com@mylist.net]On Behalf Of Lee Van Dyke Sent: Saturday, November 26, 2005 4:03 PM To: KRnet Subject: KR> VW rpms Group, Although my day yesterday was a great time, there are a few housekeeping things to take car of. 1. Airspeed was about 120 +/- (could be faster) 2. RPM's 3300 max at level flight 3150 @ climb out. 3. Fuel consumption is about 5 gal per hour ( I have a Super POSA ) I can lean it out in the air. 4. No music for the 1:20 trip. What is an easy inexpensive way to get music/ipod/satalite radio piped into the headset?? 5. CHT is a little high on #1 cyl. My prop that I have now is a Culver 52/45 this might need to be repitched, per GP this might help with the RPM's and the temp. I have an HAPI 1835 VW with Scat heads Any Ideas from the VW guys out there?????? 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: 15 Date: Sat, 26 Nov 2005 17:51:48 -0700 From: jscott.pilot@juno.com Subject: Re: KR> The Fix To: krnet@mylist.net Message-ID: <20051126.180404.2488.0.jscott.pilot@juno.com> Content-Type: text/plain; charset=us-ascii That is known as "Staking" the valve. Pretty common practice to fix a leaky valve if it has a deposit built up on the face. As Bob said, sometimes you have to soak them up in MMO to loosen the deposits. Jeff Scott On Sat, 26 Nov 2005 17:58:37 -0600 "Robert L. Stone" writes: > Netters, > I had a pre-buy inspection done on my Cessna 152 and during > the > compression check the mechanic found one cylinder was showing only > 47 > pounds. Another mechanic did something I have never heard of > before. He > said that sometimes there will be a carbon buildup on the seal of > the > exahust valve and cause it to not close all the way and seal on the > > compression stroke as it is supposed to do. He took a large rubber > mallet > and smacked the roker arms a few times after removing the cover of > course > and now that cylinder is showing 74 pounds. Just a few strokes with > a > rubber mallet was all it took to jar the carbon off of the seal. I > could > see an expensive repair bill for grinding valves, replacing rings or > > possibly the entire cylinder so I thought you guys aught to know > about this > fix. > > Bob Stone, Harker Heights, Tx > rstone4@hot.rr.com ------------------------------ Message: 16 Date: Sat, 26 Nov 2005 20:14:31 -0500 From: "Brian Kraut" Subject: RE: KR> Engine heat To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" I have read several articles on the Gami and they are pretty insistant that you can do it with theirs. They even have a class on the proper way to lean them. There are very different opinions on this and I don't have an opinion other than passing on what they say. For 99% of us I definitely agree that rich of peak is much safer. Let the computer controlled engines with a bunch of sensor inputs manage the engines in the lean of peak netherworld. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces+brian.kraut=engalt.com@mylist.net [mailto:krnet-bounces+brian.kraut=engalt.com@mylist.net]On Behalf Of Jim Sent: Saturday, November 26, 2005 3:10 AM To: KRnet Subject: Re: KR> Engine heat No problem with most of what you said 'however if you run the engine lean of peak you will be replacing cylinders'no matter who,s injecters you have. ----- Original Message ----- From: "Brian Kraut" To: "KRnet" Sent: Friday, November 25, 2005 6:10 PM Subject: RE: KR> Engine heat >I have seen published EGT never to exceed temps before, but only on factory > planes that have the probe in the same place. What your maximum is will > depend on where the probe is and a little bit on how the air flow is over > the exhaust. > > When you are leaning the engine you are looking for what the peak EGT is > as > you pull the mixture back. The actual number is not really that > important. > > When you are at your cruise power setting you want to slowly pull the > mixture back a little at a time. Let the EGT settle for 5 to 10 seconds > each time you pull back a little. You will eventually reach a point where > you get a peak temperature and pulling back the mixture any more will > cause > the temp to decrease. Once you have found the peak you want to push the > mixture in where it is 25 - 50 degrees rich of peak for a good economy > cruise. Your best power setting will be about 100 degrees rich of peak. > You will find that your peak temp wil vary some depending on your power > setting, altitude, and outside air temp, but you can still find the peak > at > any setting. > > I have found that with exhaust wrap that it is much easier to find the > peak > on my Midget Mustang than it was without it. > > You will get some differences of opinion on weather you should run rich of > peak, lean of peak, or at peak. If you have a good matched set of fuel > injectors like the Gami ones you can safely run best a little lean of > peak. > When you are using a carburated engine or regular injectors that are not > matched and you only have one EGT you need to err on the rich side because > you might have one or more other cylinders that are leaner than the one > you > have the EGT on and you can damage them. > > Brian Kraut > Engineering Alternatives, Inc. > www.engalt.com > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On > Behalf Of Robert L. Stone > Sent: Friday, November 25, 2005 1:14 PM > To: KR Builders Pilots > Subject: KR> Engine heat > > > Netters, > I hope one of you is knowledgeable enough to provide me with > information I need to use my EGT gauge. I need facts rather than > opinions. > I am running a 110 horse Lycoming > engine and just had an EGT gauge installed. The gauge is set to alarm at > 1500 degrees and this seems high to me. Can anyone tell me when climing > to > altitude and thining the mixture what would be the best temperature for > maximum fuel economy and engine health. I would also like to know what > the > never exceed temperature would be. > > Bob Stone > > > _______________________________________ > 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 > > > > _______________________________________ > 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 > _______________________________________ 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: 17 Date: Sat, 26 Nov 2005 20:14:32 -0500 From: "Brian Kraut" Subject: RE: KR> Brian's Visit To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" Thanks Dan. The Black Bird will be a star at the next gathering. The fit and finish and attention to the little details is as nice as I have seen on any KR. What are the rest of you with Ellisons using for a prime and start procedure? I am envisioning something like you use on a fuel injected engine with a fiddling of various pushings and pullings of throttle and mixture to leak fuel into the intake, but I have never seen a written procedure before. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Dan Heath Sent: Saturday, November 26, 2005 6:37 PM To: krnet@mylist.net Subject: KR> Brian's Visit I added one pic to the home page, of Brians' Mustang with the Black Bird. Today, Brian Kraut flew up in his very nice Mustang. The wing fairings have been finished and painted. The plane is looking very nice. We had a great visit even though I could not get the Black Bird to start while he was here. After Brian left, one of the guys at the airport helped me clean the spark plugs and that did not help, so we resorted to the ether that Jerry got yesterday. That got it running real quick. With a little fiddling and turning the idle mixture the opposite direction, it seems to be better, but I still don't know if it will start cold. If the weather is good tomorrow, I will mess with it some more. It seems a little better now, but still not ready for prime time. See N64KR at http://KRBuilder.org - Then click on the pics See you in Mt. Vernon - 2006 - KR Gathering There is a time for building and a time for FLYING and the time for building is OVER. Daniel R. Heath - Lexington, SC _______________________________________ 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: 18 Date: Sat, 26 Nov 2005 19:33:38 -0600 From: "Mark Langford" Subject: Re: KR> Ellison primer system To: "KRnet" Message-ID: <014401c5f2f2$987c2f50$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Brian Kraut wrote: > What are the rest of you with Ellisons using for a prime and start > procedure? The Ellison has no accelerator pump, so no amount of pumping the throttle will start it. Fuel doesn't come out of that spray bar unless there's a vacuum being pulled, and there's not enough vacuum until the engine is running. I thought I could get away without one, but I'm now convinced that a primer is absolutely necessary (just like the manual says), especially when it's as cold as it is now. I gave up in the summertime, and it would be impossible during winter. I have an electric primer solenoid as sold by Wicks, plumbed off a tee on the way to the carb (see diagram at http://home.hiwaay.net/~langford/fuel/index.html ). The primer line splts in two with one going to each intake manifold, where the primer orifices (which have a tiny hole in them to limit flow) are screwed into 1/8" NPT holes in the manifolds. Obviously, an electric pump is a must with this system, but the Ellison requires one anyway. I have a pushbutton under the panel that I press while starting the engine, and usually it lights off in a second in the summertime, but when it's 20 degrees F outside, it takes 2 or 3 seconds. In the last three days I've flown the KR 8.6 hours. I did 6 landings today, and think I finally figured out how to do it. I'm up to 91 hours, with 212 landings. It's supposed to be windy and gusty tomorrow, so I think it's time for an oil change and a little inspection. I tightened up the exhaust system tonight, so maybe my carbon monoxide problem is fixed. The detector will tell the story... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 19 Date: Sat, 26 Nov 2005 19:49:21 -0600 From: "Robert L. Stone" Subject: KR> (no subject) To: "KR Builders Pilots" Message-ID: <003801c5f2f4$c9a76520$5d817646@yourat5qgaac3z> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Netters, Thanks guys, I had no idea this procedure was well known. However next time I have occasion to bang on the tappets I will also use some mystery oil. Bob Stone, Harker Heights, Tx rstone4@hot,rr,com ------------------------------ Message: 20 Date: Sat, 26 Nov 2005 21:07:55 -0500 From: Subject: Re: KR> The Fix To: "KRnet" Message-ID: <00bd01c5f2f7$73d59bf0$6564a8c0@server> Content-Type: text/plain; charset="iso-8859-1" I had an old Ford Mechanic show that to me about 25 years ago. What a coincidence. I bought a Cherokee 150 and had one cylinder showing low compression. The engine is pretty low time. A&P mechanic threw out an outrageous bill. Couple of hammer hits later and what do ya know, a rebuilt cylinder for no cost at all. I have seen all kinds of so called short cut tricks in the past that never worked, but that one does. Jeff York KR-2 Flying N839BG Home page http://web.qx.net/jeffyork40/ My KR-2 http://web.qx.net/jeffyork40/Airplane/ to see my KR-2 Email jeffyork40@qx.net ----- Original Message ----- From: To: Sent: Saturday, November 26, 2005 7:51 PM Subject: Re: KR> The Fix > > That is known as "Staking" the valve. Pretty common practice to fix a > leaky valve if it has a deposit built up on the face. As Bob said, > sometimes you have to soak them up in MMO to loosen the deposits. > > Jeff Scott > > > On Sat, 26 Nov 2005 17:58:37 -0600 "Robert L. Stone" > writes: > > Netters, > > I had a pre-buy inspection done on my Cessna 152 and during > > the > > compression check the mechanic found one cylinder was showing only > > 47 > > pounds. Another mechanic did something I have never heard of > > before. He > > said that sometimes there will be a carbon buildup on the seal of > > the > > exahust valve and cause it to not close all the way and seal on the > > > > compression stroke as it is supposed to do. He took a large rubber > > mallet > > and smacked the roker arms a few times after removing the cover of > > course > > and now that cylinder is showing 74 pounds. Just a few strokes with > > a > > rubber mallet was all it took to jar the carbon off of the seal. I > > could > > see an expensive repair bill for grinding valves, replacing rings or > > > > possibly the entire cylinder so I thought you guys aught to know > > about this > > fix. > > > > Bob Stone, Harker Heights, Tx > > rstone4@hot.rr.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 > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 484 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================