Re: KR> In-flight Fire
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 > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
Re: KR> Pitch sensitivity
> 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 description used more than once. Conversely, with plenty of stuff in the baggage compartment (at or near aft CG limit), the plane seemed to "float" in balance and handled much better and was faster to boot. A pure dream to fly. This was discussed often. It was considered by some to be good practice to ignore the front half of the CG envelope. It is possible that the CG envelope was shifted a bit forward than it should have been and in fact I spoke with someone in good authority that the aft limit was quite conservative and flying AT the published aft limit would in fact produce good results, and it did. > See http://www.n56ml.com/wb/index.html for more on the KR aft CG, which I'm > pretty sure is common to most aircraft. This story should scare you...it > certainly scared me! I actually had read that last year, another well written piece and in fact I am sure I saved it to PDF as well in my KR own knowlege base. ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
Re: KR> Pitch sensitivity
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? ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
Re: KR> KR 1 project
what is the estimated empty weight, did he mention a number? ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
Re: KR> KR 1 project
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 a small normalizing turbocharger, tight squeeze and heat issues. which is why it would most likely be added later, in a phase two. point being, I am happy to see some added complexity is possible with enough thought and skill! ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
Re: KR> KR 1 project
very cool! question, I think you said it had retracts, if so where does the nosegear retract to? ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
KR> Fwd: New Years day flight
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... ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
KR> Useful Load
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 speeds are pretty close to the > published data. Keep it light and it will stall at 50-55 mph. >
KR> Useful Load
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 take a stab at it with the KR1 or 2? > > https://www.quora.com/How-do-you-calculate-the-stall-speed-of-an-aircraft > > > Now from an engineering Point of View > The stall speed of an aircraft is dependent on four parameters, > > Air Density > Wing Area > Coefficient of Lift > Weight of the Aircraft > > > The exact formula is > V = ?( 2 W g / ? S Clmax ) > > Where, > V = Stall Speed > W = Weight of the aircraft > g = 9.81 (Acc. Due to Gravity) > ? = Density of Air > S = Wing Area > Clmax = Coefficient of Lift at Stall
KR> Useful Load
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 for air density. But its four numbers into the formula and two are easy (aircraft weight and wing area). I would like to practice this with a KR1 or KR2 built to plans then I can adjust things like gross weight and wing area to bring it within the envelope if necessary. What is Clmax and how to put a number to air density at sea level standard day? (I am NOT that good at math) https://www.quora.com/How-do-you-calculate-the-stall-speed-of-an-aircraft Now from an engineering Point of View The stall speed of an aircraft is dependent on four parameters, Air Density Wing Area Coefficient of Lift Weight of the Aircraft The exact formula is V = ?( 2 W g / ? S Clmax ) Where, V = Stall Speed W = Weight of the aircraft g = 9.81 (Acc. Due to Gravity) ? = Density of Air S = Wing Area Clmax = Coefficient of Lift at Stall
KR> Useful Load
"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 such a formula, I thought since every plane comes out different, if tested to stall at LSA speed, you're good. Where is this formula, not sure what to look for (I tried)
KR> First flight, Finally
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 or four > days. > > I finally flew N236MS today and I am still high on adrenaline from the > flight. All of the fears and what if's went away as soon as I powered up. > Even made a perfect wheel landing. Keep building guys, dreams do come true. > > Mike Sylvester > kr2s builder > Birmingham,AL. > > Cell no.205-966-3854 > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
KR> customer service at nvaero
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.
KR> Aileron Rigging - bellcranks and push pull cables
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 deliver a "control reversal" condition. That only happens at low speed which usually also includes low altitude which is always a fun time to experience it.) I dont recall any friction issues.
KR> New airfoil on old style spars question
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 it appears (iirc) , my boat has the rigging out to the bellcranks on the rear center spar ends so it looks from these messages that those will be too "thick" and have to be redone. I have not yet purchased skins yet. Basically, what can I expect to do moving forward to accomodate what I have with the new airfoil? And if I choose to make the wings the "old way" what kind of labor hours and cost is usually expended and would that make it easir to build the new airfoil onto the original spar position and dimensions? Sorry for long winded question but I think you can see what Im trying to determine here...
KR> new airfoil modifications
"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?
KR> Four Day Weekend Vacation?
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 Instructor Baker Florida > ___ > 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> really folks?
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 tasks. Maybe someone here can estabish that solution and we'd all be good forever, on this one. My 2 cents
KR> KR1 project has been sold.
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 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> Airventure "Building and "Flying the KR Aircraft" presentation, July 25th, 11:30 AM
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, > > There will be an AirVenture presentation on the first day of the show. > If nothing else, it will be a question and answer period, and a way for > KR builders and pilots to meet and greet. Afterwards, we'll walk out > to the vicinity of Homebuilt Headquarters (where we've parked for the > last few years) for a show and tell for those interested. Details are > below: > > Building and Flying the KR Aircraft > > Monday, July 25 - Monday, July 25 > 11:30 AM - 12:45 PM > > Location: Forum Stage 3 > > Presenter: Mark Langford > > http://www.eaa.org/airventure/event/Building_and_Flying_the_KR_Aircraft?id=FBC31A4683644B24828C0319247CCB78 > > > Mark Langford, Harvest, AL > ML "at" N56ML.com > 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> KR1 Project For Sale
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
KR> DRD L3 heads with chrome seats and large chambers
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
> stumbled across what they call the "L3" head, which appears to have more
> suitable seat material ("high-chrome"), stainless valves, 4130 retainers,
> and a much larger chamber volume without a "step".
KR> WINDOWS 10 - WELL WELL WELL!
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
KR> Regarding List Etiquette and Replies
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 natural tendency to cut steps and economize on time especially on the web. The web is an awesome resource for information and shopping. Instead of going to the library or at the least opening an encyclopedia, more answers than ever are a click away. I buy probably 60% of my purchases online. So easy! In the old days for specialty products of course we used "mail order" which is not that different. BUT there is that annoying thing that this information does, too much of it! he people who "just hit reply" are trying to add to the topic or ask a further question, and I truly dont think it is lazy, malicious, or "brainless", or "demented" that they dont take 4x as many seconds to chop the original content down. I try to be in that habit and have screwed up myself when in a hurry. As a regular ordinary list participant, I would MUCH RATHER have duplicate results in my occasional search in the archives, than not have the list. The list rules is something that gets tuned out, even by me (again, that information overload thing and I already read that even if I dont remember it all). So I think the best approach is to single out the most repeat "offenders" with a private reminder, and accept that it will never be airtight, not because anyone is malicious or any of the other bad things, but just human nature. Even with this factored in this list is invaluable and a blessing anyway. My 2 cents.
KR> paintjob finished
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 building the KR-2S see > http://www.masttotaalconcept.nl/kr2 > ___ > 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> ANOTHER engine - Aeromomentum
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/
KR> VW Engines
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 > discouraging comments about the VW based designs. All the other options are > super expensive. Seems flying is for the rich. >
KR> Revmaster R2300 and R3000 info
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 asked about the R3000 and he said they are going to build it when financing allows mass production. here is part of their reply: The engine we build today is equipped with a self-energized CDI ignition system and the older engines had Bendix magnetos which are no longer available. It has an improved geared starter, newer RevFlow carburetor. Some of the older engines had the old POSA. The crankshaft is 84mm vs. the 78mm in the 2100. The cylinders are 94mm vs. 92mm. The camshaft has a higher lift and duration than the older engines.There is a 40 amp alternating system, dual alternators 20 amps each, combines with dual voltage regulator/rectifiers. The older engine had 15 amps only.
KR> VW Engines
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 solution is more certain in service and serviceability. 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.
KR> VW Engines
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 engine? > > That sounds like an engine that was run without a front bearing for some > period of time.
KR> Valves
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 > new engine. Someone else was referenced at that time who had the same > problems with that engine. > > How could that happen? Nobody knows the VW better than Revmaster Joe yet > here were people having serious issues with their new (and really nice) > R-2300 engines. > > There's plenty of people flying that engine who don't have those > problems, so how does this sort of thing happen? > > I can postulate just how - > > Somebody there at the shop in Hesperia took parts off the shelf to put > the engine together like they'd done dozens or maybe hundreds of times > before. I doubt Joe Horvath does assembly these days, but I'm just > guessing. I doubt whoever put the troublesome engines together did > anything wrong - but I'd also bet they didn't put the engine together as > carefully as a person would who was going to fly behind it. I'd bet they > just took the valves out of their boxs and put them in. I'd bet they > didn't use any dykem to check the seats with each valve . . . and how > carefully did they torque the head studs? There's all sorts of little > but critical things that need to be done with great care in assembling an > aircraft engine and somehow I just don't have the confidence to trust > that whoever assembles engines at the shop is taking the same care that I > would in putting the engine together myself. > > That R-2300 looks to me like a wonderful engine - but it needs to be put > together perfectly. These engines get sold already assembled so if I > bought one the first thing I'd do with it is get all the manuals and take > the thing completely apart then put it back together, incorporating any > improvements it might need. As Jeff Scott has said, that needs to be > done with any new and unknown engine. Notice this engine is rated for > continuous power of 80 HP at 3000 RPM. Max RPM is 3200. I really > appreciate that this engine has been designed to operate at the perfect > RPM for a VW. > > I haven't priced what an equivalently-equipped Great Plains engine costs > these days but I imagine it'll work out about the same as what Joe wants > for these R-2300 Revmasters. GP appeals to me more because it is bought > as a kit, so you KNOW how it's been put together. Plus, parts are not > proprietary. Looks to me though that a lot more engineering has gone > into the design of the R-2300 - rather than just increasing displacement. > I'm reading just now that GP's 2300 (actually 2276cc) is "optimized" to > operate between 3200 and 3600 RPM. Since I know 3200 is the very top of > where I want to run my engine, both for prop tip mach speed issues and > internal friction heat issues, I think I'd rather have an engine that's > been engineered to operate at an RPM that will keep it cool and where it > is most efficient. I'd buy that R-2300, take it all apart and put an > Ellison on it if I were choosing between the two. It's gorgeous. > > Mike > KSEE > > > > Blazeray > Deemed: One Household Item Everyone Should Have In Any Emergency > http://thirdpartyoffers.juno.com/TGL3141/5769aa518cbb92a513765st02vuc > > ___ > 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 Cylinder Heads
ditto on the air file and I was going to ask about clearancing those air passages like that by removing the extra casting material...
KR> VW cylinder heads
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 400 degrees CHT on departure, then one wonders how the turbocharged offerings do with 25% more power produced through the same heads. and one wonders also if the revmaster heads with the improved alloy and hemispherical chambers are the durability solution, or not. finally, I wonder how Mark with all the experience cant get CHT lower with more /different ducting? On Tue, Jun 21, 2016 at 7:31 AM, Mark Langford via KRnet wrote: > To add to the insightful post that Owen Hughes (SVD) wrote yesterday day > on VWs, I would avoid the Mofoco heads. The photos show lots of fins, > and that's great, but what they are lacking is cooling air passages, I > mean almost nothing. If the air's not flowing through the fins, they're > going to run hot. I'm looking into this same subject lately, now that > it's gotten hot and I fly in the 90's most of the time, and I'm tired of > seeing 400F when I'm only 500' off the runway on the first flight of the > day. I ran across a photo over the weekend from a Dec 2010 Hot VWs > article that showed bottom views of 18 heads they reviewed, and > Fomoco's weren't so great. On the other hand, the "Chinese" heads were > awesome, lots of daylight between the fins, and by most accounts I've > found, the quality is very high, and the price quite reasonable. DRD > Aircooled sells them, and I plan to order some tonight. Whatever you > buy, make sure you get stainless valves! > > Another good chart that wraps up a lot of VW head details is at > http://www.thesamba.com/vw/forum/viewtopic.php?t=573099 > > Mark Langford, Harvest, AL > ML "at" N56ML.com > 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> VW engine questions
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 I have the kit flying, I'd like to try a normalizing or low-boost turbocharger. this is due to how much performance my avid lost at high density altitude ops. my main question is if the revmaster has a slightly tougher bottom end (in particular the #4 bearing setup) or of those hemi heads with that new alloy are tougher. but not expecting even conjecture on that, who knows though.
KR> VW engines questions
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, aircraft plugs vs automotive, dual ign/plugs "required"? And as far as electronic ignition, major pros and cons, and do those have knock sensor options in this application? One last thing, ken rands KR1 had the mag as belt driven and up high so the engine could be against the firewall. I would like not to extend the engine mount out just to accommodate a huge center magneto, so anything which speaks to this would help. Sorry for the newb type questions but I'm at where I'm at and some of this info could be quite new. Thanks!
KR> Older Revmaster 2180 questions
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.
KR> Older Revmaster 2180 questions
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 E4340 in the crank. the journal sizes differ #3 bearing old 55mm new 60mm con rod jurnals old 55mm new 50mm the new heads are updates to automotive style plugs, and cost $990 complete if I choose to make that update, and "If you elect to change the cylinder heads you will also have to modify the Bendix ignition harness to convert it over to automotive version. We charge $300.00 for this process." I'm totally uneducated on VW options other than scanning past posts, revmaster has a very good and maybe the best quality reputation. the price certainly seems right if everything was stored properly and in good shape. also, revmaster suggested that if I eventually add a turbo (a goal of mine) that the newer heads would be preferable "The engine can be turbocharged, however I recommend that the cylinder heads be replaced with the newer design. The newer heads are made of superior alloy and have much larger intake and exhaust valves made of stainless steel." so I am looking for thoughts on this purchase. If my jabiru 2200 sells, I would use the funds for this engine.
KR> Todd's Canopies
"Here's a picture of Todd and me." is that Todd on the left?
KR> Todd's Canopies
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 helpful. > > > From the web site: > > > Tragically, Todd passed away suddenly on June 12, 2016 following a plane > crash. His funeral will be held on Thursday, June 16, 2016, at the > Collegedale Church, located at 4829 College Drive E, Collegedale, TN, > 37315. This will be live streamed online and the link will be available > closer to the time. > > Please check back for updates about the future of Todd's Canopies. > Contact his daughter Kelly at kaksgeo at gmail.com with questions. > > His daughter Gabriella is the only survivor of the crash, and she is > currently still in the hospital. If you would like to contribute to her > fund, please click here. > > ___ > 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
