This is terrible news...
On Wed, Jun 15, 2016 at 4:16 PM, brian.kraut--- via KRnet
wrote:
>
> Sorry to pass this information on. I know a lot of you got your
> canopies from Todd and I had always heard good things about him. I only
> spoke to Todd once several years ago, but he was very
"Here's a picture of Todd and me."
is that Todd on the left?
well, I have the opportunity to purchase a very low time but 34 year
old (1982) revmaster 2180 for $2500. It has enlarged valve size for
75hp rating
so I contacted joe at revmaster to see whats changed on the newest
ones vs this one, and he described the bottom ends as very similar,
same alloy
yes this engine was out of a Quickie. what happened to your valve u
had to replace?
On Thu, Jun 16, 2016 at 8:49 PM, John Bouyea via KRnet
wrote:
> Chris,
> N5391M came with a Revmaster built for the run of Quickies in the early 80s.
Few VW questions, anyone know any significant differences between
Great Plains and Revmaster approaches to VW Type 1 engine?
In particular, Revmaster has a hemispherical chamber and improved
alloy in the heads. Wondering any feedback on that.
Also, would welcome any comments on ignition types,
thanks so much mike, hopefully the guru's can add some info.
I have the complete low time early 80's revmaster 2180 available for
$2500, or can wait the likely couple years or more until the project
is ready for FWF.
one thin, I mentioned the knock sensor because someday almost
certainly if/when
gosh I wish there were a "settled" solution, after all these years it
still seems like "trying things" and owen's thought on "rebuilding
every 300 hours" I took to mean the top end, and in particular it
seems to me that temperature is the killer.
with such a tight thermal margin as Mark mentions
ditto on the air file and I was going to ask about clearancing those
air passages like that by removing the extra casting material...
interesting. what parts are proprietary in a revmaster that are not in a GP?
On Tue, Jun 21, 2016 at 4:56 PM, Mike Stirewalt via KRnet
wrote:
> A year or two ago, someone with a new Revmaster - I think it was the
> R-2300 - sent us a picture of head/valve damage he had suffered with his
>
how does a corvair engine get "run without a front bearing" and does
this mean front main crank bearing, or some other bearing outboard of
the case?
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
Well this set of comments would have me steer well clear of GPASC
engine. Even if they are reliable when properly mated and assembled,
it sounds like their crankshaft/hub solution is not very serviceable
down the line.
After all these years how can this not been resolved? Presumably the
revmaster
I inquired with them about the differences between the "quickie"
2180's of the 80's and newer engines. It was confirmation that the
improvements are in displacement, CDI ignition, and head improvements.
I was happy to confirm (again) that the bottom end is as tough then as
now, aparently.
I also
its not necessarily cheap but a KR is about as cheap as it gets. and I
honestly have concluded that the VW can be acceptably reliable and
easy / cheap to maintain.
On Thu, Jun 23, 2016 at 9:29 PM, Phillip Hill via KRnet
wrote:
> I don't know, I've been debating abandoning the KR with all the
>
This is based on a Suzuki design, and very affordable... 100 or 117 hp
nothing in an archives search so this must be very new. It's just an
option, or merely discussion.
http://aeromomentum.com/
Congrats man! Happy for ya!
On Sat, Jun 25, 2016 at 9:17 AM, Stef den Boer via KRnet
wrote:
> Hi gys.
> I am so happy I can tell you that we finshed the fu*+^% sending. After 3 days
> we
> are finished with the painting.
> So happy with the result.
> Stef
>
>
> Steph and his dad are
I've given this some thought before replying, and now here are my thoughts.
I got my first email account in 1995, and the first 3 characters were
KR1. That was what 21 years ago? Wow. I really need to get this
project moving!
OK, so anyway, in todays information-overload world I think it is a
I just had to share this per recent topic! It was no one's
imagination, it really DID install itself without permission!
http://www.bbc.com/news/technology-36640464
Mark, the 049 heads from revmaster are about twice the price what
you're paying DCD IIRC. What do you make of the price difference and
what that means?
On Thu, Jun 30, 2016 at 9:54 PM, Mark Langford via KRnet
wrote:
> The other day I meantioned DRD's "OEM 043" cylinder heads. Since then, I've
Glen I can say its not worth much, for some reason these go cheap
(maybe its the one seat thing?). Also, very important to say whether
its stretched in any way or built to stock dimensions. (Some want
stretched, some dont). HTH
Thats awesome, great speaker too if his excellent web site is any
clue! Please tape it for the youtubes if that would be acceptable...
(Unless EAA is planning to o that themselves) Have fun, wish I could
be there :)
On Wed, Jul 13, 2016 at 7:46 AM, Mark Langford via KRnet
wrote:
> Reminder,
>
what did it finally sell for?
On Mon, Jul 18, 2016 at 5:24 PM, Glen Wilcox 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
I think there's a way to automate the chopping out of prev message,
with a string oc characters and a note to remind that any quoted
material be copied above that line. This way the replying party would
have to *opt in* any repeated text.
I'm not a programmer but used to task them with such
Didnt you tell them about your dr visit and the tuberculosis diagnosis?
On Wed, Aug 31, 2016 at 6:58 PM, bjoenunley via KRnet
wrote:
>
>
> How do I get out of a four day weekend vacation with my family so that I can
> work on my airplane?
>
>
> Joe Nunley CW2 US Army RetiredBaker JROTC
"I think it's pretty safe to say that if you are building a new KR2 or
KR2S, you should be using the new airfoil."
Dumb question, can I assume this suggestion applies to the kr1 kr1.5 etc
(all kr variants) as well?
This topic brings me to a question I hadnt thought of.
I have a kr2 plans built boat stage with outer spars made and all the
wafs attached.
Does the new style airfoil match the spars positions? What changes would be
needed to the shape of the spars of any (shaved down, chamfered etc) ?
Also as
Just as aside, my Avid Mk4 has push pull control tubes for elevator and
ailerons including a complex aileron "mixer" that allows the flaperons to
operate as flaps and ailerons at the same time, and to fold the wings back
without disconnecting anything. (Although at low speeds the system can
My experience was fine with them too I purchased kr1 plans. I'm really glad
they are there and have the products that they have and I am looking
forward to getting wing skins and who knows what else, when I can afford it.
man that is awesome! I am so far away from that (have plans and
bought partially completed project), so these types of news flashes
really help! :)
thanks
On Fri, Oct 28, 2016 at 9:08 PM, Mike Sylvester via KRnet
wrote:
> I hope this goes through, I haven't seen any KRnet emails in three
"You could also build it by the plans and consider it "utility category"."
What does that mean?
> If you wanted to make it "Light Sport" compatible, you could add several
> inches to the wing length to get the gross weight to wing area ratio to fit
> that category.
I did not know there was
I went you these links and understand a bit better but I dont have the
Clmax curve for the RAF48 or the "new" wing (at least the latter must
be around someplace). BTW I have never heard of this being discussed
to consider an aircraft for LSA compliant, has anyone else? Anyway not
sure what to use
Hi I posted this a while back,
Can i assume that no one has used the formula to determine stall
speed? Not sure how to with the RAF48, no idea what the Coefficiant of
Lift is, although the "new" airfoil probably has it someplace, or what
to input with the density of air number. Anyone care to
thanks, I agree with mark not to misuse our precious time!
my question is related to that I simply may want my bird (KR1) to be
light sport compliant. 51mph does it, 55 doesnt. but I plan mine to be
simple and light, so I guess it should be fine.
>
> There are plenty of KRs flying. The stall
I never liked header tank in the KR and planned to leave it out. I
also vote to get the fuel way out in the wings. And wear a chute.
> reaffirms my decision to eliminate a header tank and put all fuel in the
> outboard wing tanks.
>
> I wish your friend a speedy recovery.
>
> Larry Flesner
>
>
with all this talk about pitch sensitivity, one common mention is
using forward CG. What is up with that? My last plane really liked aft
CG (within the envelope obviously) and flew MUCH better there. What
happens to a KR at aft CG?
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> Could you go into further detail about "how" it flew better with a forward
> CG than an aft CG?
Sure, the plane under normal conditions (no baggage) would require
significant up trim to unload the stick, and when pulling power, would
drop the nose unless you held onto the stick. "Lawn dart"is a
oops, re:my last reply, gmail doesnt make it aparent the old text is
still there. testing to see if this one was cleaned properly...
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very cool! question, I think you said it had retracts, if so where
does the nosegear retract to?
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ok no retracts, duh, shoulda gone back and looked. ideally I'd like
to build a tri-retract, original size KR1, with engine back against
the firewall as original, and with a normalizing turbocharger. the
main retracts are easy. the nose can swing back halfway into a center
pocket (I think). as to
what is the estimated empty weight, did he mention a number?
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