KR> antenna placement

[Glenn Martin]

I  THOUGHT I saw you glowing in the dark , Mark.


-- 
Glenn Martin (N5PQ)
Martek Mississippi Electronic Repair
13238 Hudson-Krohn Rd.
Biloxi, MS, 39532
rep...@martekmississippi.com

KR> antenna placement

[Mark Langford]

KRnetHeads,

Somebody asked about the proximity of antennas to each other earlier.  You'd be 
surprised with how much clutter you can get away with before there's any real 
degradation.  Take a look at http://www.n56ml.com/misc/10091413m_antennas.jpg 
for an example of how tight things can get and still work just fine.  There are 
six antennas in this picture, and a total of eight (although I may have missed 
one or two) in the plane.  Left to right in this picture are the ELT antenna 
(it needs a ground plane, which could be done in  a few minutes with aluminum 
welding rod), Holux GPS antenna for the laptop and moving map software, old 
transponder antenna and aluminum disk groundplane (disconnected), Bendix King 
blade antenna for transponder (hiding under aluminum pie-plate ground plane up 
top),  APRS ham radio antenna on the wall, and Byonics GPS antenna for the 
APRS.  A little further to the right (but not in the picture) is the copper 
foil antenna embedded in the vertical stabilizer skin for COM radio, and 
another one that I didn't count is the ELT's portable antenna, which is 
strapped to the ELT for portability in case of an off-field landing.  There's 
another one up front...the XMWX satelllite radio antenna.  That's a lotal of 
nine antennas, eight of which are jammed in the aft fuselage between rudder 
cables, tailwheel cables, elevator cables, and seatbelt cables (all are visible 
in this picture).   And people wonder why my plane is so heavy!  There's one 
more, a GPS antenna built into the Airmap 1000, but it doesn't count either.  
I've used the remote antenna with it as a test, but that was senseless as they 
both have a clear view of the sky.  And to be technical you could count the 
ICOM portable radio that I carry also, but it's "self contained" and never used 
while flying.

All these antennas work fine together.  I  have talked to Joe Horton serveral 
times with 150-175 miles between us.  GPS always works, as does the 
transponder.  On the way to Fontana Dam last weekend I tuned to a very weak 
AWOS station and flew several 360 degree circles to check "directivity" of the 
COM antenna.  Theoretically there should be pronounced "lobes" facing fore and 
aft due to the steel cables acting like "directors", but there was a very minor 
difference in reception between straight-on and 90 degrees off.  My radio is a 
fairly inexpensive ICOM-A200.  So don't lose any sleep over your antenna 
installation...

Mark Langford
N56ML "at" hiwaay.net
website at http://www.N56ML.com 

KR> krgathering.org

[Bob Lee]

Steve Bennett wrote:

<< Went to look at krgathering.org this evening to see if any photos were
posted of the 2010 gathering along with income/expenditures statement for
this year.  Nothing there.  Anyone know why?  >>

I know why, as I'm the webmaster for KRGathering.org.  I took over 450
images and have not had enough time to sort through them and  get them
online.  I've got them organized but have not yet made the web pages to
display them.  The  financial statement has not yet been made available to
me for posting.  I recall a post by Glenda of her photos at the gathering,
perhaps you could search the archives and find that in the mean time.

Regards,


Bob Lee
N52BL  KR2
Suwanee, GA  USA
92% done only 67% to go!

KR> krgathering.org

[Glenn Martin]

STEVE bennett wrote:
> Went to look at krgathering.org this evening to see if any photos were posted 
> of the 2010 gathering along with income/expenditures statement for this year. 
>  Nothing there.  Anyone know why?
>
Glenda McElwee posted pics on her website:

http://www.awesometrvl.com/sept_10__12_KR Gathering.htm

BTW..the guy scribbling on the notepad in a few of the pics is me. It 
was a Treasure trove of information.

-- 
Glenn Martin
KR2 N1333A
13238 Hudson-Krohn Rd.
Biloxi, MS, 39532
rep...@martekmississippi.com

KR> pitot static port

[Dan Heath]

Look here, about 3/4 down the thumbs:

http://krbuilder.org/CockpitWork/index.html

And, if you look on the home page, http://krbuilder.org/

You will see a full side pic of the Black Bird.  Look aft about on the same
line as the plane's name, and a little left and down from the N-number, and
you will see where it is located.  This is a KR2, not a 2S.  It has proven
to work, checking airspeed against ground speed on the GPS and comparing
speed to a plane flying along side.  I copied this from my first KR, which
also worked well.

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2010 - KR Gathering in Richmond, Ky - I39
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC

-Original Message-
  The question I have is,Where is the best location for the pitot static
port? 

KR> pitot static port

[rkp...@comcast.net]

Hi Everyone, 

  The question I have is,Where is the best location for the pitot static port? 
I do understand that it will make a deference because every kr is not shaped 
the same,but just a general location would with the plumbing. 
 Robert Pesak 

 Hermitage, Tn. 

http://photobucket.com/robertskrs

KR> high oil temps on VW 2180 follow up

[phillip matheson]

In the first test we bent the lip (about 30-35 degrees) up toward the lower
fuse effectively decreasing the exit opening of the lower cowl.
-
Jeff.
When I fitted my type 4 VW I made a aluminium cover to route air over the 
finned sump.
I have never had to use it, as my oil temp is around 90 to 100 C. (212f)

Something you could think about.
Good luck.


Phil Matheson
SAAA Ch 37
http://www.philskr2.50megs.com/ 

KR> high oil temps on VW 2180 follow up

[Jeff York]

I meant to say severe duty pump and heavy duty by pass spring.



- Original Message 
From: J L 
To: KRnet 
Sent: Thu, September 23, 2010 9:49:55 AM
Subject: Re: KR> high oil temps on VW 2180 follow up

Jeff,

I do not understand what you mean by "oil pump needs to have a severe
duty spring". Do you mean that you need a stiffer spring on the first
bypass valve? That may help send more oil to the cooler.

KR> KR VW engine cowling for sale

[David Goodman]

KR-netters,



I have a KR VW cowling that needs to go on a plane vice sitting in my
hangar.  This is an original RR cowling, still in the original RR shipping
box.  New they are $599.  Asking $250.00 for it.  If interested e-mail me
privately at dgoodman(at)verticalavionics.com.  If no one wants it here, it
is going to e-bay in two weeks.



IHS,

Dave "Zipper" Goodman

KR> high oil temps on VW 2180 follow up

[J L]

Jeff,

I do not understand what you mean by "oil pump needs to have a severe
duty spring". Do you mean that you need a stiffer spring on the first
bypass valve? That may help send more oil to the cooler.

I have the same situation you do with oil lines in close contact with
exhaust lines. My lines are stainless braided with fire sleeve over
them and the exhaust is wrapped and I have not seen any evidence of
significant heat transfer between the two.

Why not try adding an oil cooler inline with the oil filter (after
it)? I would not expect removing the oil filter from the loop to have
any positive effect on oil temps.

For what is is worth, I tried making my openings and exits larger and
all it did for me was slow the plane down. I was feeding the cooler
with two 2" scat hoses installed a cowl flap that would allow a
gigantic cooling exit. None of that did much for my oil temps either.
Again, different plane but same engine and problem.

Here is the link to our recent discourse with lots of info and input
from guys that have had similar issues:

http://www.sonerai.net/CMS/index.php?option=com_jfusion=160=index.php=1983.0

http://www.sonerai.net/CMS/index.php?option=com_jfusion=160=index.php=1987.0

Also, take a look at these oil system schematics found here. Great info!

http://www.sonerai.net/gallery/thumbnails.php?album=199

Jeff Lange
Sonerai N1463J - 2110cc VW

On 9/23/10, Jeff York  wrote:
> As a follow up on my high oil temps.
>
> Last Saturday, we taped close the RV6 style air intake opening on my KR2.
> This
> air intake was to feed fresh air to my Zenith carb. (My understanding is
> that
> carb is not capable of high velosity air via a enclosed tube ram air style
> intake. So I do not believe I can seal that carb in a intake tube type
> configuration.) ( thats another conversation)
>
> The purpose of this test was to test the possiblity that intake air was
> disturbing the low pressure side of the engine.
>
> The limited flight results seemed to indicate that my oil temps came down
> from
> 230-240 to about 220. Still high but initially better. However, we now
> belief
> that we may have raised the CHT's
>
> We then added an additional lip to the lower cowl exits existing lip. This
> lip
> was made of alum and extended about 2.5 inches past the existing lip.
>
>
> In the first test we bent the lip (about 30-35 degrees)  up toward the lower
> fuse effectively decreasing the exit opening of the lower cowl. This seemed
> to
> have no effect on oil temps. So we tried opening the lip about 30-35
> degrees.
> Again, we could see no effect on oil temps.
>
> Now are thoughts are around the idea that my oil pump needs to have a severe
> duty spring in it. I do not know if it currently has a severe duty spring, a
> heavy duty spring or standard spring in the GPAS 2180 VW engine. Are
> thoughts on
> this are around the idea of oil pressure and your previous words to me
> regarding
> oil pressure. I also have a remote oil filter and understand from the GPAS
> site
> that I should have a severe duty spring when using a remote oil filter.
>
> I am also suspect of the routing of my remote oil filter supply lines as
> they
> come in close contact with my exhaust pipes. My pipes are ceramic coated by
> Jet
> Hot but I think there is still heat transfer going on and especially if my
> oil
> pressure is lower, the slow flow would allow greater heat transfer. I have
> fire
> sleeve on the lines but do not have true heat shields.
>
> So, I will re-route the remote oil supply lines. Add heat shielding to the
> supply lines and the exhaust were they come in near contact. Then test fly
> and
> see the results. I am also considering by passing the remote oil filter and
> seeing what happens. I am also going to do an oil change to insure I have
> the
> right viscosity.
>
> Your thoughts.
>
> Jeff York
> KR-2
> Georgetown Airport for 2012 Gathering?
>
>
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> high oil temps on VW 2180 follow up

[Glenn Martin]

Jeff York wrote:
> The limited flight results seemed to indicate that my oil temps came down from
> 230-240 to about 220. Still high but initially better. However, we now belief
> that we may have raised the CHT's
>
Your mixture may  be running a bit more lean now being that the intake 
air  is now at a higher pressure. I'd readjust the Mixture range to 
accommodate  this first.

-- 
Glenn Martin (N5PQ)
Martek Mississippi Electronic Repair
KR2 N1333A
13238 Hudson-Krohn Rd.
Biloxi, MS, 39532
rep...@martekmississippi.com

KR> high oil temps on VW 2180 follow up

[Jeff York]

As a follow up on my high oil temps.

Last Saturday, we taped close the RV6 style air intake opening on my KR2. This 
air intake was to feed fresh air to my Zenith carb. (My understanding is that 
carb is not capable of high velosity air via a enclosed tube ram air style 
intake. So I do not believe I can seal that carb in a intake tube type 
configuration.) ( thats another conversation)

The purpose of this test was to test the possiblity that intake air was 
disturbing the low pressure side of the engine.

The limited flight results seemed to indicate that my oil temps came down from 
230-240 to about 220. Still high but initially better. However, we now belief 
that we may have raised the CHT's

We then added an additional lip to the lower cowl exits existing lip. This lip 
was made of alum and extended about 2.5 inches past the existing lip. 


In the first test we bent the lip (about 30-35 degrees)  up toward the lower 
fuse effectively decreasing the exit opening of the lower cowl. This seemed to 
have no effect on oil temps. So we tried opening the lip about 30-35 degrees. 
Again, we could see no effect on oil temps.

Now are thoughts are around the idea that my oil pump needs to have a severe 
duty spring in it. I do not know if it currently has a severe duty spring, a 
heavy duty spring or standard spring in the GPAS 2180 VW engine. Are thoughts 
on 
this are around the idea of oil pressure and your previous words to me 
regarding 
oil pressure. I also have a remote oil filter and understand from the GPAS site 
that I should have a severe duty spring when using a remote oil filter.

I am also suspect of the routing of my remote oil filter supply lines as they 
come in close contact with my exhaust pipes. My pipes are ceramic coated by Jet 
Hot but I think there is still heat transfer going on and especially if my oil 
pressure is lower, the slow flow would allow greater heat transfer. I have fire 
sleeve on the lines but do not have true heat shields.

So, I will re-route the remote oil supply lines. Add heat shielding to the 
supply lines and the exhaust were they come in near contact. Then test fly and 
see the results. I am also considering by passing the remote oil filter and 
seeing what happens. I am also going to do an oil change to insure I have the 
right viscosity.

Your thoughts.

Jeff York
KR-2
Georgetown Airport for 2012 Gathering?