KR> VW Engines
Wow, lots of things I could add and say about this thread ; ) Oddly enough, I am in Mark?s camp when it comes to turbocharging a VW in a plane, at least at this point. While I have about 8 flight hours on my turbo motor, I don?t/can?t approach the plane like I used to. It used to be a pretty fast sport plane that I trusted, even when I ran it wide open at 4100rpms for hours on end. With the turbo, its an entirely different animal. I wear a fireproof suite, shoes, gloves and a helmet every time I fly it. I may get more comfortable with it, bit its got to prove itself first. I will contested the idea that the VW cannot run cool at high RPMs. I don?t have a ton of time on my engine (about 80 hours) before I tore it down for the turbo build. I can tell you a few things however. During that time, I usually cruised it at 3600 RPMs, sometimes slower to make fuel stops and it has spent many hours above 4000. It ran the same temps at 3200R RPM?s as it did wide open spinning up to 4100 straight and level, more in a full power race descent. The bottom end looked like the day it was first put together. Working on cleaning up the heads is a big deal when it comes to getting them to cool. I have a set of Revmaster 049?s on the plane now and have been abusing them pretty badly during flight testing with the turbo. They have seen 500F a few times at 45? MAP, but for now at lest have had zero issues with the valves. The did require a bit of clean up, but nothing crazy. Too bad the "soon to be officially mine" Corvair powered KR has taken to circulating the better part of the cam gear teeth throughout the engine? But that is a different story for a different thread ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 21, 2016, at 7:13 PM, Mark Langford via KRnet list.krnet.org> wrote: > > Some random thoughts that I feel must be said: > > Turbocharging a VW would be a recipe for disaster IMHO, and insurance that > you wouldn't do much flying. Don't forget...it's all about flying, not how > fast you can say your plane would go if it were running. > > GPASC has proprietary parts...flywheel, adapter, hub, crank, bearing, and > case come to mind quickly. Having built one of these several times, I'm not > a fan of the keyway setup. The slots are in hub and crank are shallow, and > the key is provided as a square key that you need to grind (or mill) down to > something way thinner to fit between hub and crank. Getting a good fit with > maximum material is trial and error. The key is only there to ensure the > timing mark stays constant if the hub is removed. The taper is where the > power is transferred. > > Crank and hub are also matched sets due to tolerances on the angle. The hub > still needs to be lapped onto the crank, which is a two-hour chore by hand. > > The hub/bearing clearance is not consistent. The crank and bearing are sold > as a set, and getting a new bearing for an existing crank is iffy. I've > torqued the case to 8 ft-lbs and the crank still spun, then when I torqued it > to 14 the crank seized. No amount of refitting cured that one. I'm not a > great fan of the prop bolt...1/2" RH threads. Revmaster's is .75" LH threads, > which can be torqued higher for a better connection. Otherwise, a simple > engine backfire can unscrew the prop, despite proper torque and Loctite 620 > on the bolt threads. > > If the crankshaft's oil seal leaks, the hub isn't going to come off without a > 20 ton press, so tear the engine down to replace the seals, and hope the next > seals work better. My luck with those seals has not been good either. > That's the only place my engine has lost oil. > > If you're working with the hub before it's torqued and remove it while the > keyway is facing down, the tiny key falls down into the cavity below the cam > gear, and you get to tear the engine down again to retrieve it. Yes, I'm > stupid, but it could happen to you as well. > > Buy the GPASC manual and read it. There's a lot of trial and error work to > be done in there, not to mention the basics of case and other clearancing > when boring and stroking a VW engine. I guess the 2700cc Corvair really > spoiled me...no machine work or trial and error. > > Generally, VW heads have a tiny area of air passages between the top and > bottom of the head, even after serious deflashing. This has gotten even > worse over the years, rather than better, now that factory VW heads have > dried up. Corvairs have way more cooling passage area, hence they cool far > better. N56ML would fly around on the hottest of days at cruise speed and it > migh
KR> air race
Larry, The Airventure cup starts in Mt. Vernon this year. Are you considering entering? Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 6, 2015, at 4:03 PM, Flesner via KRnet wrote: > > > > I ran in the Big Muddy Air Race this morning and did the 144 mile (126 KM) > course at 170.55 miles per hour ( 150 K's ) . Hot and bumpy all the way. > In calm air I could have gotten 175 mph for the course. Not a winner in my > class but I was up against Midget Mustangs, Q200's , and Long Eze's . All in > all a fun day. > > Larry Flesner > > > ___ > 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> air race
That is a darn good speed!!! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com <http://schmleff.blogspot.com/> Youtube Channel: https://www.youtube.com/schmleff <https://www.youtube.com/schmleff> > On Jun 6, 2015, at 6:24 PM, Billy via KRnet wrote: > > Larry, > > What kind of motor are you running and what version of the KR? > > Billy > Whw954 at gmail.com > >> On Jun 6, 2015, at 4:03 PM, Flesner via KRnet >> wrote: >> >> >> >> I ran in the Big Muddy Air Race this morning and did the 144 mile (126 KM) >> course at 170.55 miles per hour ( 150 K's ) . Hot and bumpy all the way. >> In calm air I could have gotten 175 mph for the course. Not a winner in my >> class but I was up against Midget Mustangs, Q200's , and Long Eze's . All >> in all a fun day. >> >> Larry Flesner >> >> >> ___ >> 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> AVC Scratch
Well, I had planned to race the KR in the Airventure Cup race tomorrow, but the night before I was to depart I went to fix a minor valve cover leak. When I pulled the cover, oil drained into the pan as expected, but what was not expected was the steam of metal flakes that came with it. It had been running ok, but the engine had a different ?note? to it than usual. It seemed to have a partial miss and a vibration that did not used to be there. I balanced the prop, did a leak down (all 72/80) and changed the plugs but the odd note to the engine was still there. Judging by what I see in the filter, drained oil and the strange way the engine ran, I would say that its eating the cam gear. Bummer ; ( Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Fw: Landing with both flaps and belly board deployed
Joe, You are a funny guy ; ) I wish my wife shared your sediments? One change I made to the plane before trying the belly board was the removal of double throw momentary switch to raise and lower the board. It takes about 9 seconds from full down to full up. I installed a double throw switch that is not momentary so that I could flip the switch to the up position and free my hand up to do other things in the case of a go around. Especially important when you have to get both the board and the flaps up to climb. If I rework the system, I may use a liner actuator on the flaps as well and set them to work off of the same switch for up and down. Still pondering that. I have been toying with the idea of some kind of arm rest for solo flight but have not really given it much thought. Its still lightyears easier to land than my tail heavy and gap sealed Sonerai I. Being able to let go of the stick at all is a wonderful change, but you can see that I am pushing against my leg with the stick. There is no way for me to keep anything more than a few papers in my pockets without causing a problem. So far its been more of a nuisance than a problem, but I only have about 12 hours in it now. One change I made to the plan before Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jul 22, 2014, at 6:39 AM, joe.kr2s.builder--- via KRnet wrote: > Jeff,Will give ya a call in a few weeks as I will be working on a new project > and this is one of the things that I may do to it. But on another note you > seem to get better looking everyday- I bet you can hardly wait for tomorrow. > I am going to weigh in on the single vs. double stick. I have dual stick > and center mounted throttle and mixture. From the first flight it all was > very natural feeling and it gives me full flexibility for use of hands. I > take a fair amount of people for rides and I always give them the chance to > control the plane. I have rarely turned over the throttle to anyone but as a > safety thought it is where the passenger could reach it should the need ever > arise. Resting your arm on something is a necessity and Jeff's video shows > that that is a bit awkward. Joe HortonCoopersburg, PaN357CJ > > -- Forwarded Message -- > From: JL via KRnet > To: KRnet > Subject: KR> Landing with both flaps and belly board deployed > Date: Mon, 21 Jul 2014 21:43:22 -0500 > > If anyone is interested, here is the view over the nose while landing a KR2S > with both the enlarged flaps and the belly board down. > > http://www.youtube.com/watch?v=wy9dXF5KjMU=em > > Jeff Lange > > > . > > The #1 Worst Carb Ever? > Click to Learn #1 Carb that Kills Your Blood Sugar Dont Eat > This! > http://thirdpartyoffers.juno.com/TGL3141/53ce4dc962584dc97c32st04duc > ___ > 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> Oil Temp/Pressure Solved
After 15 months of not piloting an aircraft, I finally got a flight in on the KR last night. I have to say, out of the 50 or so different aircraft models I have flown, this thing is my favorite. Very responsive yet very stable. A hard balance to strike! To recap, I had been having oil pressure issues being caused by high oil temps. At 65% power, the oil pressure would drop below the 10psi per 1000rpm rule of thumb. At that power, the oil temp was hitting about 225F in cruise. I first properly baffled the existing el-cheapo plate style oil cooler. It had been sitting above the engine with no ducting to get air flow through it. That did pretty much nothing for the temps. I installed a Mocal oil cooler last year but never got to test it before winter. Yesterday?s conditions were a bit cooler and the flight was short, but I held it in a 75% power cruise for about 20 min and the oil temps were down to 165F. I hope to get a longer flight in tonight to see where they finally stabilize, but it?s cooling dramatically better. I saw the same thing with my Soneai in early flight testing. With the plate cooler, I would see oil temps of 240 in cruise. I tried everything to get more air through the thing but it did not help. I switched to a Mocal and full flowed the oil system and I rarely see oil temps over 200, even during a 500 mile full throttle race. I can?t say how much the full flow mod helped, but the ?real? oil cooler on the KR made a huge difference. At least I have something to fly while I finish up the Sonerai ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Canopy shade
For what its worth, I bought a can of VHT Nite Shades to spray on the inside of my canopy above my head. It?s a translucent black paint that is intended for the dimwits that want to black out their turn signals. Not sure what it does in the IR and UV spectrums, but it would dim the sunlight coming through the canopy while still letting you have visibility through the area. I have not tried it yet but will before the summer head and ear sunburn season starts ; ) Here is the link: http://www.vhtpaint.com/products/niteshades/ Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Apr 9, 2014, at 5:41 AM, Mark Langford wrote: > Dene Collett wrote: > >> Guys I see a lot of talk about displays that are barely readable in sunlight >> but I have yet to see anybody create a glare shield over their panel. >> Everybody seems to just put their panel at the end of the deck. Why not just >> extend the deck a few inches over the top of the panel and create some >> shade? It might not be a total elimination of the problem but it would >> surely help to solve it. > > One consideration on having a lip overhanging the panel is that in a crash > scenario, anything stiff and part of the front deck could cut into your skull > when your forehead hits it. Obviously nobody would put a knife edge out > there and a rounded surface should be the goal. I did create a removable > glare shield for N56ML that hangs out over the panel for exactly the reason > you state, and it was edged with some rubber edging to soften the edge. The > whole thing was added after the plane had been flying a while, and was built > in place out of a plyfoam sandwich...1/4" Last-o-foam with a layer of glass > on each side. The side facing the pilot was rounded and the glass wrapped > around it to soften it, and then a layer of gray felt was added for > appearance, and finished off with the rubber edging. I'll try to get a > picture of that. I later discovered that felt was a bad idea, as the canopy > would focus the sun on the felt and come very close to lighting it on fire! > > One "advantage" (and this is a stretch) of the original KR2 bubble is that > the decking surrounding the bubble forms a huge shade over the instrument > panel, creating more shade than anybody would ever want. It's almost too > dark in there! > > I started N891JF over the weekend, and nothing leaked or flew apart. Progress > is being made... > > Mark Langford > ML at N56ML.com > website at http://www.N56ML.com > > > > ___ > 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> The KR2 or Sonerai 2 is a funeral waiting to happen
Guys, I am not one to pick a fight on the internet, but we had a guy join sonerai.net that was apprehensive about the design based on this comment: "The KR2 or Sonerai 2 is a funeral waiting to happen" This comment comes from the co-designer of the Sea-Era airplane (a very cool little bird btw) and was posted on the HBA forum: http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/16362-zenith-kr2s-sonerai-safety-record-comparison-4.html#post206203 The above link is to the last page of the thread and shows both my comments to him and his original asinine statement. Anyone else a member over there and would like to defend our little airplanes? Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Hoerner Wing tips
Stan, I did that mod after flying the plane for 4 years with the standard tips. When I added the tips, I also cut 8? off of each wing. I don?t know if it made any speed difference (too many mods at the same time), but it certainly changed the way it lands. It is extremely heavy for a Sonerai I but still climbs at 1300fpm at gross and lands at around 55mph. There are a couple of videos on youtube of a few landings. An SX300 guy built a set of tips based on the video and reported that they lowered the stall speed. Here is a link to an article I wrote about the tips: https://www.dropbox.com/s/e8kgjgcwg3a7zdw/hoerner-wingtip-conversion-part-1.pdf I am currently working on another set of tips that hold fuel ; ) Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jan 19, 2014, at 11:21 PM, Global Solutions wrote: > I was looking at YouTube today and accidentally ran across this > http://www.youtube.com/watch?v=RoOh-fgI8oU > http://www.youtube.com/watch?v=ULhZchv7ito > > Might be of some interest to the list. > Has anyone tried changing the wing tips? > Regards > Stan > > > > ___ > 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> just 10 days till the Gathering
I am sad to say that I will not be able to make it this year. The plane is ready, but the new date coincides with my SARL race in Waupaca WI. I will however be flying the KR in the race. Ill let y'all know how it goes! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Sep 23, 2013, at 7:36 AM, Larry Flesner wrote: > > > Just 10 days left till the 2013 KR Gathering !!! www.krgathering.org > > Check out the schedule. http://www.krgathering.org/web_pages/kragenda.htm > > Some lucky KR flier will fly home with some really nice awards packed in > their dirty laundry. I still need at least one more volunteer to help Sid > Wood judge KR's. > > The weather report keeps changing. Let's all huff and puff and blow the > clouds away. :-) > > Larry Flesner > > > ___ > 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> release agent
It waxed and rubbed out just fine. The guy in the hanger next to me owns a composites shop and I just followed his recommendations. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jul 11, 2013, at 5:43 AM, "John Martindale" wrote: > How could you possibly rub and polish the recommended three layers of wax on > top of the PVA without literally tearing it to pieces. When dry it's only > the thickness of a single layer of onion. > > John Martindale > 29 Jane Circuit > Toormina NSW 2452 > Australia > > ph:61 2 6658 4767 > m:0403 432179 > email:john_martindale at bigpond.com > web site: http://john-martindale-kr2.zxq.net > -Original Message- > From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Lange > Sent: Monday, 8 July 2013 2:16 AM > To: KRnet > Subject: Re: KR> release agent > > Brian, > > I supposed you could do it that way but the PVA would come off with the > finished part. I waxed on top of it and the final part was easily removed > with the PVA remaining attached to the plug. > > Jeff Lange > Race 64 - Skye Racer > Blog: http://schmleff.blogspot.com > Youtube Channel: https://www.youtube.com/schmleff > > On Jul 7, 2013, at 11:04 AM, wrote: > >> You are supposed to wax and then PVA.snip > > > ___ > 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> Sensenich Prop for Sale
Posting this for Pete, This might be a good prop for you O-200 guys. Its a Sensenich 56x54 if his memory serves him. He flew it for 30 minutes and took it off as it was too much prop for his right hand turning Corvair. He is looking for somewhere around $500 for it. Please send me an email off list if you are interested. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Ghost Image Tool for FWF Planning
Ghosting is a very useful technique Sam Hoskins of Q-200 fame showed me. I am working out some final FWF details on my plane and worked up a multi angle video to visualize what space I have left under the cowl. While the pictures are not of a KR, its a great tool for anyone working on an airplane that does not snap together like a plastic model ; ) Click the link to my blog to check it out. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Insurance Folly
What really puzzles me is that they are the provider of my Sonerai insurance. They are already insuring me! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 20, 2013, at 10:32 PM, Larry Flesner wrote: > At 10:03 PM 6/20/2013, you wrote: >> However, they are requiring me to have 5 hours of dual in it with a CFI >> before they will cover me. > +++ > > Where do they expect you to find a CFI that even knows what a KR is? If you > can fly a sonerai, you can fly a KR. > > Larry > > > > > ___ > 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> Insurance Folly
I have been flying Pete's KR under the "non owner" part of my Sonerai insurance. Basically, I am covered in all ways the same as I am with the Sonerai but the hull coverage tops out at what I have it insured for. Since the SI is a single seat, there is no coverage for passengers in planes I do not own. So I called Falcon Insurance and requested a liability quote for me and a passenger and I thought the price was reasonable at $378 per year. However, they are requiring me to have 5 hours of dual in it with a CFI before they will cover me. Um, I don't get it. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> Flight #3 in Pete's KR
Yes, a 2700cc Corvair. Jeff Lange On Jun 19, 2013, at 11:11 AM, Oscar Zuniga wrote: > What engine is on the airplane? With those RPMs, it sounds like it's a > Corvair. > > > > Oscar Zuniga > > Medford, OR > > > > ___ > 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> Flight #3 in Pete's KR
Larry, The incidence and washout are identical to yours. Weight during the flight was about 920lbs. I flew it again tonight in smooth air. I went WOT at 3k ft. for about 60 seconds and was indicating 173 before an egt warning flashed at me. The motor was spinning 3600rpms. When I got on the ground we discovered quite a bit of oil on the fuse. Turned out to be a cracked return line from the air oil separator, which I had snugged up just before the flight. The ground run did not reveal it, likely because it was not blowing much oil out of the breather (at least compared to the 3600rpm run). It also still needs to have the outlet of the oil cooler opened up a bit. Still seeing cruise oil temps of just under 220f. I am not worried about the temp, but the pressure starts to get borderline for the rpm its running (30psi at 3000rpm in cruise). Its all fixed up now and ready for flight in the morning. The only other challenge has been S turning to see where I am going on the ground and keeping the wing tips off of the taxiway marker posts. Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On Jun 18, 2013, at 5:47 PM, Larry Flesner wrote: > At 02:22 PM 6/18/2013, you wrote: >> The only thing I am having a hard time getting used to is the sight picture >> over the nose in cruise. It seems really high to me. > + > > What incidence was the wing built to? What is the gross weight in cruise? > Could the seat be raised a bit? I have a nice site over the nose in cruise > and landing with the speed brake deployed. My wing is only 20' 8" and set to > 3 1/2 degrees at the root, 3 degrees washout and I fly at 1100 gross on a > regular basis. > > http://krbuilder.org/LarryFlesner/index.html > <http://krbuilder.org/LarryFlesner/Video/LandingOnGrass.mov>Landing on a > grass strip camera mounted on glare shield, a bit below eye level. > > Larry Flesner > ___ > 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> Flight #3 in Pete's KR
It was windy with no shortage of gusts today, but I took it up for a lunch time flight. A few details and observations: The Cloudcars 54x54 prop is a great fit for this plane. Turns 3150 static, climbed at 1k feet/min with the power pulled back to 25", 21" MAP and 3000rpms gave me a cruise of around 155mph. I have not done the math on the wing loading, but with my 165lb butt in it and 8 gallons of fuel it seemed much bumpier than the Sonerai would have been. Also, at that weight I tried to do a full power run up. The brakes held (with protest) but the tail came up before I could get to full power with the stick all the way back. Pete had recommended that I fly the pattern at 80, base at 80, slow to 75 on final and 65ish over the numbers. I did that on the first two flights but I just don't like going that slow that close to the ground. Today I flew the pattern at 140, slowed to 120 on base, 100 turning to final and down to 65 over the numbers. Same as the Sonerai but I shoot for 75-80 over the numbers. It settled in nice for a slightly tail low wheel landing. I kept the tail up for as long as I could, which seemed like forever, but I was not braking either. The only thing I am having a hard time getting used to is the sight picture over the nose in cruise. It seems really high to me. Do all KR's seem to fly with the nose pretty high in the air? For reference, this does have the new wing. After the flight I filled it up to capacity which is 22.5 gallons for my first cross country in it tomorrow. Weather permitting, I am going to race it in a SARL race in Columbus OH next Saturday. With the pace of progress on the Sonerai project I might end up flying it in the Airventure Cup as well... What a great little plane! Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff
KR> VW engine oil temperature
Here is a link to the Mocal cooler that I am using. Not cheap but quite effective. http://img.photobucket.com/albums/v642/discostu_205/Mi16%20Conversion/MocalOilCooler.jpg Jeff Lange Race 64 - Skye Racer Blog: http://schmleff.blogspot.com Youtube Channel: https://www.youtube.com/schmleff On May 29, 2013, at 11:30 PM, Jeff Lange wrote: > Sid, > > I used the fins on the bottom of the case to help cool the oil. Not sure how > much it helps. IMHO, full flowing the oil and a quality oil cooler are the > most important factors. I tried numerous things early in my flight testing > period to keep the oil cool but changing to full flow and a Mocal 13 row > cooler (from one of those stamped pieces of crap) took my oil from 250F to > 190F. Oil temps are the nearly the same if I am in a climb, cruising to a > destination or full throttle for 2 hours during a race. > > I am currently reworking my entire cooling system and will not flow air > across the bottom of the case. I don't feel that its worth the effort. > > Jeff Lange > > On May 29, 2013, at 2:40 PM, "smwood" wrote: > >> Appreciate all the commentary and suggestions. >> I think I have a reasonable bracketing on various recommended temperatures >> except for the oil temperature (251 F). The newness of the engine may be >> contributing some extra heat. Another factor could be the prop: I don't >> know for sure if the Sterba 52X52 prop is right for my airplane. Might be >> lugging to much and producing more heat and less power. I will have to play >> with the engine tuning for next flight. >> My plan is to keep the existing oil cooler setup. Added will be to blow >> some fresh air on the bottom of the engine sump. The sump has cast ribs and >> some tapped holes; just the thing to fasten some sheet metal. I saw a >> baffle arrangement on a KR website, but cannot find it now. I remember how >> that looked and can adapt that baffle arrangement to my VW installation. >> Also means yet another mod to the cowl and even more down time. Gotta do >> what you gotta do. >> Does anyone have any info on cooling the VW oil sump? >> >> Sid Wood >> Tri-gear KR-2 N6242 >> Mechanicsville, MD, USA >> >> >> >> ___ >> 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> VW engine oil temperature
Sid, I used the fins on the bottom of the case to help cool the oil. Not sure how much it helps. IMHO, full flowing the oil and a quality oil cooler are the most important factors. I tried numerous things early in my flight testing period to keep the oil cool but changing to full flow and a Mocal 13 row cooler (from one of those stamped pieces of crap) took my oil from 250F to 190F. Oil temps are the nearly the same if I am in a climb, cruising to a destination or full throttle for 2 hours during a race. I am currently reworking my entire cooling system and will not flow air across the bottom of the case. I don't feel that its worth the effort. Jeff Lange On May 29, 2013, at 2:40 PM, "smwood" wrote: > Appreciate all the commentary and suggestions. > I think I have a reasonable bracketing on various recommended temperatures > except for the oil temperature (251 F). The newness of the engine may be > contributing some extra heat. Another factor could be the prop: I don't know > for sure if the Sterba 52X52 prop is right for my airplane. Might be lugging > to much and producing more heat and less power. I will have to play with the > engine tuning for next flight. > My plan is to keep the existing oil cooler setup. Added will be to blow some > fresh air on the bottom of the engine sump. The sump has cast ribs and some > tapped holes; just the thing to fasten some sheet metal. I saw a baffle > arrangement on a KR website, but cannot find it now. I remember how that > looked and can adapt that baffle arrangement to my VW installation. Also > means yet another mod to the cowl and even more down time. Gotta do what you > gotta do. > Does anyone have any info on cooling the VW oil sump? > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > ___ > 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> Turbo VW Tests
John, It was just above freezing here so cooling was not an issue. Once its back in the air I will slowly work from normalizing to boosting. Cooling will likely be the limiting factor for how much I can push it. Jeff Lange On Mar 24, 2013, at 11:32 PM, "John Martindale" wrote: > Blimey Jeff :-) > > Did you have the waste gate clamped down or what? Turbos are normally used > to maintain say sea level MP at altitude but 45" on the ground!! Can't > believe the VW hung in there without at least overheating. > > Take care with that kind of power. > > John Martindale > 29 Jane Circuit > Toormina NSW 2452 > Australia >
