KR> Save the Edmonton City Center Airport
Good Morning. I would like to seek your assistance in saving the Edmonton City Center airport. I am aware that the airport is closed but would like to ask your assistance by signing the petition, the link of which is at the bottom of this I have attached a list of legal reasons why the airport decision should be reversed. The decision can be reversed legally and we can save the airport even though it has been closed and some of the runway removed. The reasons are simple. 1.The government, both Federally and Provincially as well as locally as a duty to public safety and well being. By first closing the airports only ILS runway they removed a safety net for aircraft which could make use of the system in bad weather. This ILS system could be used by both conventional pilots as well as Medivac flights in an emergency. Secondly they closed the remaining runway which put anyone in a flight emergency at risk (low fuel or aircraft malfunction which put passengers and flight crew of any aircraft en-route to another location at risk but more importantly anyone in need of medical assistance/care could have had quick access to medical services without the added driving delays from going from the international airport. The idea of using slower helicopters which are not permitted to fly in icy conditions is a bad decision. The travel time by road is also not a good alternative due to the time delay in getting from the international airport to Edmonton is at least 45 min in good weather and increases with winter or rain conditions which may even close sections of the road or have delays because of an automotive accident that happened before or during the road trip to the medical facilities located within Edmonton. 2 We know that 737 aircraft have traveled into the City Center Airport in the past and therefore placing a 10 seat limit on any aircraft making use of the City Center Airport was a deliberate ploy to reduce the number of aircraft that could make use of the airport. This again caused travelers to incur additional travel times from the international airport and in many cases even increased expenditures by those wishing to make use of the airport and in many cases the trips are now canceled or driven by road which further decreased revenue into the City Center Airport as well as Edmonton. 3. Edmonton used to have easy access to bus terminal/tax and train systems within walking distance of the airport and again these other businesses were moved to other locations which would decrease the convenience of the airport. 4. The Edmonton Airport Authority is involved in the re-development of the airport which is not it's mandate. The airport authority is working with other airports and some of the people involved are also working in land development or working with those who are which is a conflict of interest and some other airports have also suffered reduced use and or closure by the same tactics outlined here. 5. It has been stated that the property in part that is / was the City Center Airport was the "Hangman Farm" and the property was acquired by seizing it for back owed taxes. Other reports states that that area of land was given to the city from the Hudson's Bay Company and therefore although the city may in fact currently be the holder of the property. The property was once used as a Military Bases during the war and is a key element in the history of the war and in Canada having been the first licensed "airport" in Canada. Other lands around the area were expropriated to allow the airport to expand. Typically these lands are to be returned to the family when the land use is no longer required, and therefore the land in and around may in fact not all belong to the city. 6. Various statutes require that the people have a vote as to the use of "public" assets due to the fact that the city gains all of its revenue by way of the people, without taxes and fee based use the city would have no money in which to operate. The city did a vote in the past and the vote according to the records was in favor of keeping the airport open for public use as well as to meet the medical needs of the people. When a second vote was put forth in 2009 city officials or Airport Authorities removed some names who were in favor of the airport remaining in service in order to skew the vote. 7. The city, and more importantly the Federal Government, have the ability to expropriate land if it is in the best interest of the public's safety and wellbeing. Look at the ring road that goes around Edmonton, similar roads are used around most cities in Canada. A ring road is far less important than an airport which is within 5 min of a medical center and I would state that increasing the travel time to an airport in an emergency medical situation is not in the best interest of the public. 8. Airports unless private are airports to which everyone has a right to use, therefore
KR> Ellison Carbueretor Pricing & Compatibility
Dan; Correct! The Posa was the first and was introduced when I was in A school. I just o'hauled my ma-4 and called Ken Faeth in Sacramento 916-368-1832 for a core. He has boxes of 3's and 4's in various stages of disasembly. My favorite used parts place. Peter You must be confused about the Ellison.
KR> Ellison Carbueretor Pricing & Compatibility
You must be confused about the Ellison. There is no baffling going on there. No needles to worry about. The Ellison is as close to "plug and chug" as you will ever get. What you say is true of the "dribblers", but the Ellison is anything but that. See N64KR at http://KRBuilder.org - Then click on the pics? Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best KR at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Interior at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Paint at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il ? MVN Daniel R. Heath -?Lexington, SC -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of peter Sent: Saturday, March 08, 2014 12:51 PM To: krnet at list.krnet.org Subject: Re: KR> Ellison Carbueretor Pricing & Compatibility I'm wondering once again why experimenting with the carb on an aircraft is an attractive idea. There are MA 3s available for almost nothing in the aviation Eworld. No experimentation required. The Ellison has been baffling experimenters since it was introduced in the mid '80s, always looking for the perfect( or even just a usable) needle profile. Am I out of touch? Peter EFS-3A is $1,030.00 plus shipping and handling.Please note that we have a limited number of EFS-3A's in stock and will notbe manufacturing more due to production costs. ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Ellison Carbueretor Pricing & Compatibility
My EFS 3-A feeds a turbo (draw thru as per Ellison), seems to work well. But I was never able to get the static rpm I thought I should be getting. Runs great without a prop, revs to 5000. Add a prop - 3500. Before the overhaul I was getting 42-4400 rpm. Tried re-pitching the warp drive, tried timing adjustments (as Jeff probably remembers). About the only thing I didn't try was manual waste gate - using vacuum from output side of turbo. Even though I've kind of retired from working on it, it still nags me... On 3/8/2014 11:40 AM, Jeff Scott wrote: > Actually, the Ellison is one of the aftermarket single point fuel injection > systems that works well with a proper mixture control and a fuel "spray bar" > behind the slide. The Rotec single point fuel injection system is another > that provides acceptable results and is essentially a clone of the Ellison > except that the pressure regulator is mounted separately rather than being > built as part of the injector frame. (TBI-40-3 for a Corvair, Continental, or > small Lycoming and TBI-40-S for the Rotax, Jabiru and VW) > > The rest of the TBI units are single point dribbler style. Posa, Revflo, and > Aerocarb depend on the right needle or needle profile and can be difficult to > get set up correctly. I have set up an Aerocarb on a 6 cyl Jabiru configured > for our airport at 7000' MSL. It took a month or two of screwing around with > it and test flying with the engine performing at less than 100%. (I was not > doing the test flying!) The Aerocarb had 3 different needle profiles with it > and instructions that read like it should be simple to do. However, fine > tuning to get it correct was not simple. IMHO, test flying carb setups > looking for the right combination is asking for disaster, and it came close > with this one. > > Generally speaking, if you want an overhauled or new MA3-SPA of the right > part number (10-4894) for your Corvair, you are likely looking in the > neighborhood of $1500. If you have a good core to trade, it's half of that. > If you keep your eyes open, you can find a carb that might be usable, but > it's really a crap shoot as to the condition of what you are buying. > > One of the less expensive MS carbs that I would think would work well on the > Corvairs would be the MA3-A carb (part No 10-3103-01). This carb was used on > numerous variations of the Lycoming O-235 engine. This carb is not very > popular as it does not have an accelerator pump, so for those that like to > jam the throttle, the engine may stumble. However, it does have proper > mixture control. Because it lacks an accelerator pump, it is less expensive > to buy, less expensive to overhaul and due to the lack of popularity, can > often times be found at bargain prices. If you have ever flown a Grumman > Yankee or 7ECA Citabria you've flown with this carb. > > -Jeff Scott > Los Alamos, NM > > > >> - Original Message - >> From: peter >> Sent: 03/08/14 10:51 AM >> To: krnet at list.krnet.org >> Subject: Re: KR> Ellison Carbueretor Pricing & Compatibility >> >> I'm wondering once again why experimenting with the carb on an aircraft is >> an attractive idea. There are MA 3s available for almost nothing in the >> aviation Eworld. No experimentation required. The Ellison has been baffling >> experimenters since it was introduced in the mid '80s, always looking for >> the perfect( or even just a usable) needle profile. Am I out of touch? Peter >> >> >> >> >> EFS-3A is $1,030.00 plus shipping and handling.Please note that we have a >> limited number of EFS-3A's in stock and will notbe manufacturing more due to >> production costs. > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Zenith Carb
The Dremel tool flex shaft sounds like a good idea. I found that the speedo cable will work if you lower the friction of the attachment to the Zenith carb hi-speed mixture screw, then you won't get the windup problem. I used a 1/4 drive universal joint from a socket set for this. Works pretty well. Pix on request. Chris Gardiner KR2S Sent from my iPad > On Mar 3, 2014, at 4:46 PM, wrote: > > I believe that I used a Dremmel tool flex shaft for my cable on my > Zenith. I had mine running from the carb to a rack and pinion system so > I could use a regular vernier mixture cable to the rack gear which > turned the pinon connected to the flex shaft and carb needle. It worked > great. > > > Original Message > Subject: Re: KR> Zenith Carb > From: "smwood" > Date: Mon, March 03, 2014 11:28 am > To: > > I am using a Zenith from Great Plains on my 2180 VW. The carb is mounted > > directly behind the Diehl adapter case. If you have a magneto at that > location, then mounting the carb there will not work to well. I used the > > intake manifold kit from Great Plains, but opened the Y section to raise > the > carb higher. The carb mounting plate was cut off and re-welded > 90-degrees > to the original to face the carb air inlet to the right side. I made a > bracket to mount the carb to the center of the Diehl adapter case. The > speedometer cable has some torque wind-up before the mixture needle > actually > starts to move. Wish I could find a cable with the same flexibility as > the > speedometer cable, but without the springy wind up. Using the O2 mixture > > meter with this arrangement is dirt simple. The Zenith does not have an > accelerator pump, so have to slowly advance the throttle from idle to > keep > the engine from stalling. From 700 RPM to 1300 RPM takes about 3 > seconds. > Past about 1300 RPM can jam the throttle with no further concern > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > >> >> On my old KR I was using the Zenith that Great Plains sells with a single >> runner manifold to the heads. That engine was also a 2180 cc. That >> combination work very well for many years. It ran smooth throughout the >> throttle range, summer or winter, idled well and was easy to start. The >> only >> thing I did not like about it was using a speedometer cable to control the >> mixture. I like the robustness of the hardware on the Revflow. I am going >> to >> try one more time with the new needle, but I am getting all the parts >> together to use the Zenith again. I want to fly the plane and not fixate >> so >> much on the carburetor. Right now I am afraid to go far from the airport. >> Of >> coarse I will have to do some glass work on the cowling to make the Zenith >> fit and come up with a mixture control for it, because it needs to hang >> lower under the engine. > Re: flying, KR 19-8322 (Roger Bulla) > > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change options > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Ellison Carbueretor Pricing & Compatibility
I'm wondering once again why experimenting with the carb on an aircraft is an attractive idea. There are MA 3s available for almost nothing in the aviation Eworld. No experimentation required. The Ellison has been baffling experimenters since it was introduced in the mid '80s, always looking for the perfect( or even just a usable) needle profile. Am I out of touch? Peter EFS-3A is $1,030.00 plus shipping and handling.Please note that we have a limited number of EFS-3A's in stock and will notbe manufacturing more due to production costs.
