KR> oil priming a VW type 1 engine vs the Corvair
That's a keeper. I doubt I'll ever be needing to put my engine back together after taking it apart like that, at least not this lifetime, but this piece on how to pre-lube it is getting put in printed form together with my other essential VW reference material. Thanks Mark. Re the sawhorses . . . I've been using an armless office chair with pillows/blankets since day 1. They are adjustable up and down and rolls if you want it to. Forward, sideways, anyway you need to move it and it'll only tip over if I try and pull the plane out of the hangar with it still under the tail. When it hits the door tracks it'll tip over (I think . . . this has never happened of course . . . .) but otherwise, unlike a sawhorse, it'll just roll. I've got two or three of them around the hangar, salvaged from dumpsters over time. People throw some amazing things into airport dumpsters. You can find an entire airplane inside the dumpster sometimes. The office chairs with pillows has sure worked well at keeping the plane level whenever it's in the hangar. Seems like a lot better idea than sawhorses . . .? Mike KSEE StyleBistro Her Dress Dropped Jaws At The Met Gala http://thirdpartyoffers.juno.com/TGL3141/5726a8118e3c428110911st03vuc
KR> FW: Type 1 Cylinder Heads - cooling
> "The sump is not the worst place to shed heat." Sure isn't. The more fins or circulation around the sump the better, at least in hot weather for sure. Getting it too hot can cause it to crack, the magnesium ones more easily than the aluminum ones I've got the idea in my head . . . don't know if it's true. I think the crankcases are a combination of both metals? I saw Lloyd Buckner go through two magnesium crankcases from Revmaster, I think two times within the space of one year, both from running the engine too hot, relying on an oil temp gauge that was not accurate. Or maybe the sensor was in the wrong place. He built two KR's, his second one was really nice and went to someone at VGT. Nobody has heard anything more about that plane here locally at Gillespie. I would imagine it's flying since Lloyd delivered it up there and it was ready to go flying, but haven't head anything more here at Gillespie. High temps cracked both magnesium sumps and he got tired of spending so much money and sold it to buy a Porsche. He had upgraded the heads with the larger valves which might mean he was producing more power than the engine originally produced, which would up the temps even more. I don't know if the had the Revmaster oil cooler or not but I would think he would have. The oil cooler may block flow around the sump? They have a great oil cooler but it may impede cooling air around the crankcase. I think in Lloyd's case he was just thinking his engine was running a lot cooler than it was. Mike KSEE StyleBistro Her Dress Dropped Jaws At The Met Gala http://thirdpartyoffers.juno.com/TGL3141/57269e77c33d31e77328ast01vuc
KR> FW: Type 1 Cylinder Heads - cooling
There isn't much surface area on a sump, compared to the volume of oil it contains. Also, located on the bottom of the engine, the air flow is questionable. Sure, you lose a little heat with those piddly fins on there, but it's not its prime function. An oil cooler system with proper air flow is the only way you'll get rid of most oil heat in an air-cooled engine. I'm not advocating a higher-volume oil pump. At least, not without addressing the oil system as a whole. Just dropping one in and expecting it will somehow "help" is just asking for trouble. If you start losing oil out of an engine, it isn't going to make a difference what volume the oil pump is. When you lose oil *pressure*, it's just a matter of (not much) time before the engine seizes. Why did you lose engines twice? From: Gary Hinkle Sent: Saturday, April 30, 2016 9:43 PM To: KRnet Cc: Brian C Wagner Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling The sump is not the worst place to shed heat. Do the math and look at how many square inchs of surface there is. Why do you think there are fins on the sump? Not only that, the heat is wicked around the entire crank case. This is why the top of the case gets hot. The oil cools the crank, rods, pistons, valves, and so on. The heads aren't the only path for heat transfer. And yes, I use a cooler. Look up the amount of Btus that a cooler can shed per Sq in. You may be surprised how limited it is. I'm not trying to be a pain. But if someone is going to all the work to pump a large volume of oil into the heads, for which it was never designed to handle, they most likely could be landing when they don't want to due to engine failure. Have you ever flown an airplane with oil comming out of the engine at a high rate. I have, and you will have one heck of a pucker factor. And I have lost engines in flight twice. Pumping extra oil into the heads would be best be done in a test cell for many hours of running to get it right. If at all. Sent from my Verizon Wireless 4G LTE smartphone Original message From: Brian C Wagner via KRnet List-Post: krnet@list.krnet.org Date: 04/30/2016 09:29 (GMT-05:00) To: KRnet Cc: Brian C Wagner Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling I'm sorry, but this is wrong. The sump is the worst place for cooling to happen. Heat is radiated away only at that relatively small amount of surface area, per volume of oil. I'm not familiar with VW aircraft installations. Are you using an oil cooler of any type? A car installation includes the integral cooler that air is forced through. It is there, and throughout the engine's radiating surface, where heat is exchanged to the air. From: KRnet on behalf of Gary Hinkle via KRnet Sent: Friday, April 29, 2016 9:52 PM To: KRnet Cc: Gary Hinkle Subject: Re: KR> FW: Type 1 Cylinder Heads - cooling While everyone is toying with extra oil to cool the heads. Don't forget, you would pull more oil from the sump. Which would leave less to be cooled. Leading to hotter oil, hotter heads.This is a bad idea. Period! The engineering to fugure out the amount of oil needed in sump, out put of pump, thermal shed, and so on, is way beyond anything worth doing for the amount of return.Power = temperature. This little engine is pretty much putting out all it can, and still remain reliable. NASCAR doesn't use Detroit engines from production cars. They are specially designed just for that class car and special usage.I don't want to seem like a poop. It's just how it is.Gary Hinkle. Corp, Cargo pilot, and seems like forever A Sent from my Verizon Wireless 4G LTE smartphone Original message From: Chris Prata via KRnet List-Post: krnet@list.krnet.org Date: 04/27/2016 02:40 (GMT-05:00) To: krnet at list.krnet.org Cc: Chris Prata Subject: KR> FW: Type 1 Cylinder Heads - cooling thats an interesting angle. your oil post also reminded me I was going to ask about *additional* oil to cool the heads, as in a high vol oil pump, and an oil line to each head spraying oil on the hottest area (between the valves?). would that almost make them "liquid cooled heads"? List-Post: krnet@list.krnet.org Date: Tue, 26 Apr 2016 12:28:29 -0500 Subject: Re: KR> Type 1 Cylinder Heads From: lrffrench at gmail.com To: krnet at list.krnet.org CC: chrisprata at live.com Hi KR league, of all the discussions that are so important about controlling heat, I am surprised that so little discussion of oil happens. This is a big decision. My research for my 1835 vw and oil has led me to Quaker State DEFY. I am running the 10w30 and the API-SL class. This is a semi- synthetic with boosted zinc for anti-friction. In aircraft we can't use a full synthetic because lead in av-gas will destroy the anti-friction adds in the pure synthetics. Even if we plan to use mogas primarily, there may be the need to use
KR> Facet fuel pump flare?
Craig, Why do I have to sign in to see KR stuff ? Virg On 4/30/2016 5:54 PM, Craig Williams via KRnet wrote: > Hope this link works. I used a SS mud pan from Home Depot on my Smith. > > Craig. > > https://www.facebook.com/photo.php?fbid=1058479134173264=pcb.1279813942035991=3 > > >> On April 30, 2016 at 10:55 AM Paul Visk via KRnet >> wrote: >> >> >> >> > > ___ > 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> Facet fuel pump flare?
Hi Paul I'm curious. How did you manage to flare those short lengths of AN6 tube between the pumps etc and still get the fittings on?or am I missing something here. Cheers John 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: -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Paul Visk via KRnet Sent: Sunday, 1 May 2016 12:56 AM To: KR EMAIL BOARD Cc: Paul Visk Subject: Re: KR> Facet fuel pump flare? Paul ViskBelleville Il 618 406 4705 Sent from my Sprint Samsung Galaxy S? 6. Pete, Here's a picture of my firewall with my primary and backup Facet pumps all with AN fittings. Along with my gascator, fuel pressure and fuel flow transmitters. The idea came from the Sonex's Corvair engine installation manual. With this installation there is no pressure ice fuel in the cotpit. Paul Visk Belleville Il 618 406 4705 . The Facet is part 40108 and is made 3/8" flared and also AN-6. The Earl's fuel filters are part number 230106 and are AN-6. The Facet AN-6 is made for the racing world. Here is a link where you can get the AN-6 Facets: https://www.pegasusautoracing.com/productdetails.asp?RecID=84 Mark Jones (N886MJ) Stevens Point, WI Mark Your fuel system page shows your Facet fuel pumps connected to fuel lines using AN fittings. I spoke with a "tech?" at Facet and he "thought they were a 45 deg SAE flare" as they only made fuel pumps for automotive use. Had you had any leaks or problems using the 37 deg AN fittings? Did you alter the AN fittings to 45 deg?Pete
