KR> First Engine Run

[Jeff Scott]

Very nice.

Good luck with those P-Mags. My memory may not be correct but Jeff
hasn't had a lot of luck with his.

Mike
KSEE
?
--

Just for clarification, I have had 2 Pmag failures in 160 hrs of flight time.  
However, neither failure had to do with what I would consider to be normal wear 
and tear.  The first failure was an edge connector between the internal PC 
board and the external plug that powers the coils.  So I lost one coil (2 
cylinders) on one side.  That was likely caused by mishandling at some point 
along the way, potentially self inflicted or potentially during packaging of 
the Pmag.  The second failure was the same Pmag and was caused by Emag not 
reassembling the Pmag correctly when they fixed the first failure.  The 4 
screws that hold the head of the Pmag onto the internal mounting plate backed 
off and the head of the Pmag quite literally fell off in flight.  Had the first 
failure not happened, there never would have been a second failure.  In both 
instances, Emag fixed them post haste at no cost.

FWIW, I am not at all down on the Pmags.  However, in my case they have not 
lived up to my expectations for maintenance.  

-Jeff Scott
Los Alamos, NM

KR> KR first engine run

[Mike Sylvester]

Roger, You killed it. Looks great.


Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854



From: KRnet  on behalf of Jeff Scott via KRnet 

Sent: Monday, October 24, 2016 8:43 AM
To: krnet at list.krnet.org
Cc: Jeff Scott
Subject: Re: KR> KR first engine run




Subject: KR> KR first engine run
All,
Finally fired off the KR. Had a few configuration and wiring issues, but 
resolved em. Engine runs quite well. (Rotec TBI / Pmags / O235). Back to work 
with the rest.
Roger Baalman
Rbaalman at cox.net



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KR> KR first engine run

[Jeff Scott]

Subject:?KR> KR first engine run
All,
Finally fired off the KR. Had a few configuration and wiring issues, but 
resolved em. Engine runs quite well. (Rotec TBI / Pmags / O235). Back to work 
with the rest.
Roger Baalman
Rbaalman at cox.net



Roger,

Your plane looks great.  What I can see of the fit and finish looks to be 
really well done.  Congratulations.  First flight should be coming up soon!

-Jeff Scott
Los Alamos,NM

KR> KR first engine run

[Earl Klinker]

Looks Great


On 10/24/2016 8:35 AM, Roger via KRnet wrote:
> All,
> Finally fired off the KR. Had a few configuration and wiring issues, but 
> resolved em.

KR> KR first engine run

[bjoenunley]

?Finally fired off the KR.
Congratulations! ?I bet that engine roars!
I started my KR2 engine yesterday and drove it around the yard, to test the 
brakes and tail wheel steering. ?I hope to do a taxi test next weekend to check 
the controls and rigging. ?

Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?

KR> KR first engine run

[Roger]

All,
Finally fired off the KR. Had a few configuration and wiring issues, but 
resolved em. Engine runs quite well. (Rotec TBI / Pmags / O235). Back to work 
with the rest. 
Roger Baalman 
Rbaalman at cox.net

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Sent from my iPhone

KR> First Engine Run

[smwood]

Today, December 13, 2011, I ran the engine on my KR-2 for the first time.  I 
set the choke full on, mixture about mid-range and throttle open a little. 
Air temp was 45 degrees F.  The 2180 VW fired up on the third blade through 
and ran strong.  The VW from Great Plains ASC had only been sitting in the 
crate or on the firewall for nearly 5 years.  Every two weeks I had hand 
turned the crank through 30 turns and changed the oil every year, just like 
the real museums are supposed to do.  The "used" oil went into my lawn 
mower.
My ground safety crew, Bernie Wunder, signaled an early shut down due to all 
the smoke.  First glance looked like the engine was on fire; had enough 
smoke for an aerobatic air show act.  I never saw it because all the smoke 
was blowing back under the belly.  No sight or smell in the cockpit; the 
firewall was doing its job real good.  Turns out the valve rocker covers 
were leaking both sides and dripping oil on the hot exhaust pipes.  What a 
mess!  Got to fix those gaskets.

When it comes to safety: They too serve who only watch and wait.  Thank you 
Bernie.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA
smw...@md.metrocast.net

KR> first engine run - turbo diesel in a caravan

[Barry Kruyssen]

Sorry for replying on line but Dave's ISP rejects emails from Australia :-(


Hi Dave

Do you have another email address I can email you on that doesn't reject
Australia?

You want real economy and more power from a turbo diesel?  Fit LPG to you
engine. See http://www.dieselongas.com or just google "diesel gas" to get a
lot of information.

I have done my Isuzu 4x4 2.8L turbo and it is fantastic. More power and
torque than I thought possible.  When I stop driving it like an 18 year old
kid it gets much better fuel economy.

Summary on how it works.  Diesel on burns about 76% efficiency, by
introducing a little gas with the air going into the engine the diesel then
burns more like 95% efficiency.  There are no modifications to the diesel
engine or fuel system, just the air intake has a LPG injector added to it.
The beauty of this is that when you run out of LPG you just are back to
running your engine as it was before.  

There are many different systems, computerized, low pressure draw off,
demand system to name a few. I have gone for a NON computerized system as
they are cheaper, less prone to problems and I can tweak it myself.

I'll get the system name and type for you from the guy who fitted mine and
email it to you.

Regards
Barry Kruyssen
k...@bigpond.com 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dave Arbogast, CISSP
Sent: Monday, 17 November 2008 1:26 PM
To: KRnet
Subject: Re: KR> first engine run

Sounded great John. Reminds me of my diversion from my KR2S to put a 
turbo diesel in a caravan. Very similar events. I'm almost ready for the 
third and hopefully final time of dropping the engine / trans into the 
Virginia body. http://www.vwdiesel.net/phpBB/viewtopic.php?t=15633

Soon I'll be back to KR land of building :-D

-dave

KR> first engine run

[Dave Arbogast, CISSP]

Sounded great John. Reminds me of my diversion from my KR2S to put a 
turbo diesel in a caravan. Very similar events. I'm almost ready for the 
third and hopefully final time of dropping the engine / trans into the 
Virginia body. http://www.vwdiesel.net/phpBB/viewtopic.php?t=15633

Soon I'll be back to KR land of building :-D

-dave


John Gotschall wrote:
> Last week was the first 2180 type 1 turbo run.
>
> This week was the second.  For those of you who have not had your first
> engine run yet I'll share my experience.
>
> Last week:
>
> Pull the top set of spark plugs, crack open one of the fittings feeding
> oil to the turbo charger and crank the engine over checking for oil
> pressure. crank. crank. crank. crank.  No oil pressure.  Lift the
> tailwheel and make the top longerons level. crank. crank. crank.  No oil
> pressure.
>
> Remove the oil return line from the turbo to the intake on the oil pump,
> squirt oil into the pump to prime it. Reinstall the return line.
> crank.crank.crank.  No oil pressure.
>
> Remove the turbo oil return line from the turbo housing and reorient it
> so it stands almost straight up, still connected at the oil pump end.
> Pour oil into the open line until there is (in the vertical tube) almost
> two feet of vertical oil going into the inlet on the oil pump.   Observe
> the slightly cracked open oil line going to the turbo, looking for
> pressure there. crank, crank, crank,crank.  No oil pressure.  What's
> that on the floor?   A huge puddle of oil from the opening on the bottom
> of the turbo housing where the line that is now vertical used to be.  I
> guess that means it's pushing oil now.  Clean up the oil from the floor.
> check the oil level (again), add some.
>
> Reinstall the turbo oil return line.  crank crank crank,  got pressure
> now.  Reinstall the spark plugs.
>
> Remove the alligator clip wire that was grounding the p-lead terminal of
> the mag, and install the lead from the mag switch, tighten the nut.
>
> Everything ready! ok!  Put gas in the tank, bleed the air out of the
> fuel lines.  What's that smell?
>
> The bottom of the fuel tank is wet with fuel.  No time to to fix it now,
> pull the tank out, replace it with a 1 gallon gas can rigged with a
> valve and fitting.
>
> Pull the airplane trailer into the street, get help to unload the plane.
> Unload the plane and tie the tail wheel to the basketball hoop post at
> the end of the culdesac.
>
> Crack the fitting for the gas line at the fuel primer nozzle on the
> intake manifold, pump the primer until some gas comes out. ok.
>
> Retighten the fitting, one last check that everything looks good, and
> hop in the plane, pump the primer.  hmm the primer seems to only have
> pressure at the last 1/4 of it's inward stroke.  Does not matter, it'll
> do (lots of guys don't even have a primer).  Master on, EIS on, Ignition
> on, "Clear Prop", mixture full rich, throttle at 1/4, crank, crank,
> crank, crank, crank, crank, crank.crank.   Hmm..  no fire.  But I can
> smell fuel.
>
> This airplane has a key switch that goes (clockwise) Off, (Ign+Mag), Mag
> only, Start w/mag.  It starts only with the mag, then I can add the
> second ignition system by turning the key one position towards off.
>
>
> I decide I must investigate.  I reach for the key and turn it towards
> off, one click to the (Ign+Mag) position, then one more to the "off"
> position:  
>
> *** BLAMO ***  A BALL OF FIRE  comes out of the exhaust!  Woah!  I knew
> right away that turning off the energized ignition system caused it to
> fire at least one spark plug, if not all 4 of them.
>
> The prop turned a half turn.
>
> Hmm.. the mag is not working I surmised.  
>
> I disassembled the mag p lead wiring from the key switch and started
> ohming out the wires looking for the trouble:  must be grounded
> somewhere.  Nothing wrong at the switch, disconnecting the EIS tach lead
> had no effect.  Finally, a close investigation of the mag itself showed
> that the ring terminal had grounded itself to the case of the mag.  Bend
> the terminal away from the mag case, reassemble all the wiring that was
> disassembled for troubleshooting.
>
> It should fire now.
>
> Hop in the plane, "clear prop" and crank, crank, vrOOOMMM!
>
> Check the tach connected to the ignition system, reads near zero (that
> does not work), flip through the EIS pages for oil pressure, 47 lbs
> (good!), eis tach works!  Batt voltage reported by the eis indicates no
> charge from the alternator.
>
> OK, got engine run, runs on ign and mag either or both ok, oil pressure
> ok, full power run up won't develop turbo boost.  Max manifold pressure
> is 28" mercury.  max rpm about 2700.  NOT what I was hoping for, idle
> adjustment is WAY off, but runs smooth.  The used turbocharger throws
> black oily chunks onto the top of the wing (dirty mess).
>
> Enough for one day, back to work for a week...   weeks over time to try
> again!
>
> Drain aluminum fuel tank, run a vaccuum cleaner blower 

KR> first engine run

[John Gotschall]

Last week was the first 2180 type 1 turbo run.

This week was the second.  For those of you who have not had your first
engine run yet I'll share my experience.

Last week:

Pull the top set of spark plugs, crack open one of the fittings feeding
oil to the turbo charger and crank the engine over checking for oil
pressure. crank. crank. crank. crank.  No oil pressure.  Lift the
tailwheel and make the top longerons level. crank. crank. crank.  No oil
pressure.

Remove the oil return line from the turbo to the intake on the oil pump,
squirt oil into the pump to prime it. Reinstall the return line.
crank.crank.crank.  No oil pressure.

Remove the turbo oil return line from the turbo housing and reorient it
so it stands almost straight up, still connected at the oil pump end.
Pour oil into the open line until there is (in the vertical tube) almost
two feet of vertical oil going into the inlet on the oil pump.   Observe
the slightly cracked open oil line going to the turbo, looking for
pressure there. crank, crank, crank,crank.  No oil pressure.  What's
that on the floor?   A huge puddle of oil from the opening on the bottom
of the turbo housing where the line that is now vertical used to be.  I
guess that means it's pushing oil now.  Clean up the oil from the floor.
check the oil level (again), add some.

Reinstall the turbo oil return line.  crank crank crank,  got pressure
now.  Reinstall the spark plugs.

Remove the alligator clip wire that was grounding the p-lead terminal of
the mag, and install the lead from the mag switch, tighten the nut.

Everything ready! ok!  Put gas in the tank, bleed the air out of the
fuel lines.  What's that smell?

The bottom of the fuel tank is wet with fuel.  No time to to fix it now,
pull the tank out, replace it with a 1 gallon gas can rigged with a
valve and fitting.

Pull the airplane trailer into the street, get help to unload the plane.
Unload the plane and tie the tail wheel to the basketball hoop post at
the end of the culdesac.

Crack the fitting for the gas line at the fuel primer nozzle on the
intake manifold, pump the primer until some gas comes out. ok.

Retighten the fitting, one last check that everything looks good, and
hop in the plane, pump the primer.  hmm the primer seems to only have
pressure at the last 1/4 of it's inward stroke.  Does not matter, it'll
do (lots of guys don't even have a primer).  Master on, EIS on, Ignition
on, "Clear Prop", mixture full rich, throttle at 1/4, crank, crank,
crank, crank, crank, crank, crank.crank.   Hmm..  no fire.  But I can
smell fuel.

This airplane has a key switch that goes (clockwise) Off, (Ign+Mag), Mag
only, Start w/mag.  It starts only with the mag, then I can add the
second ignition system by turning the key one position towards off.


I decide I must investigate.  I reach for the key and turn it towards
off, one click to the (Ign+Mag) position, then one more to the "off"
position:  

*** BLAMO ***  A BALL OF FIRE  comes out of the exhaust!  Woah!  I knew
right away that turning off the energized ignition system caused it to
fire at least one spark plug, if not all 4 of them.

The prop turned a half turn.

Hmm.. the mag is not working I surmised.  

I disassembled the mag p lead wiring from the key switch and started
ohming out the wires looking for the trouble:  must be grounded
somewhere.  Nothing wrong at the switch, disconnecting the EIS tach lead
had no effect.  Finally, a close investigation of the mag itself showed
that the ring terminal had grounded itself to the case of the mag.  Bend
the terminal away from the mag case, reassemble all the wiring that was
disassembled for troubleshooting.

It should fire now.

Hop in the plane, "clear prop" and crank, crank, vrOOOMMM!

Check the tach connected to the ignition system, reads near zero (that
does not work), flip through the EIS pages for oil pressure, 47 lbs
(good!), eis tach works!  Batt voltage reported by the eis indicates no
charge from the alternator.

OK, got engine run, runs on ign and mag either or both ok, oil pressure
ok, full power run up won't develop turbo boost.  Max manifold pressure
is 28" mercury.  max rpm about 2700.  NOT what I was hoping for, idle
adjustment is WAY off, but runs smooth.  The used turbocharger throws
black oily chunks onto the top of the wing (dirty mess).

Enough for one day, back to work for a week...   weeks over time to try
again!

Drain aluminum fuel tank, run a vaccuum cleaner blower forcing air into
the tank to dry it out, 4 hours later still has fuel in it.  Give up on
getting tank dry.  Instead turn the tank upside down, fill opening down.
Fill three kitchen size garbage bags with helium/argon gas mix from mig
welder, pinch the bag closed, put the pinched closed end of the bag in
the fuel fill opening and fill the tank with helium from underneath.  3
bags  of helium in the tank, go ahead and weld the pinhole with fuel
dripping and vapor in the tank, the helium stops combustion. Didja see
that smoke come 

KR> first engine run video

[rdrace...@aol.com]

Thanks, I got it


In a message dated 11/16/2008 8:45:53 A.M. Pacific Standard Time,  
d...@deej.net writes:

rdrace...@aol.com wrote:
> Still couldn't get it to work,  Sorry
>  

You might need to install  Quicktime


Works fine on my Win XP machine with Quicktime  installed.

-Dj

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KR> first engine run video

[Dj Merrill]

rdrace...@aol.com wrote:
> Still couldn't get it to work, Sorry
>  

You might need to install Quicktime


Works fine on my Win XP machine with Quicktime installed.

-Dj

KR> first engine run video

[rdrace...@aol.com]

Still couldn't get it to work, Sorry


In a message dated 11/16/2008 8:35:09 A.M. Pacific Standard Time,  
johng...@comcast.net writes:

Guys,

I found that most windoze users could not view the entire  quicktime
video which shows two engine starts.  

So I  reprocessed the quicktime video into an MP4,  My brother says he
can  see the whole thing now on his windoze  computer.

http://www.mykr2.com/test.mp4

jg


>  


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KR> first engine run video

[John Gotschall]

Guys,

I found that most windoze users could not view the entire quicktime
video which shows two engine starts.  

So I reprocessed the quicktime video into an MP4,  My brother says he
can see the whole thing now on his windoze computer.

http://www.mykr2.com/test.mp4

jg


> 

KR> First engine run up

[John Gotschall]

Today N611GB ran her new motor for the first time,
a short video online at:

 http://www.mykr2.com/

I left the carb mixture at cutoff, and ran it from the primer first just
to see how it would go, then opened up the fuel mixture and ran it.

Runs good, a few bugs to work out..

YeeHaw!

jg