KR> Jim Faughn's engine
Yep. I agree Mike. The time lag in getting oil back up the passages to the front could well accelerate wear on starting up and also lead to delays in pumping the lifters back up if it had been standing for a prolonged time. I think the Jabiru engines had some well recognised problems with getting oil to the high points. I think manually priming the oil system, particularly after prolonged storage or first start up is most important. 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 Mike Stirewalt via KRnet Sent: Sunday, 6 September 2015 10:26 PM To: krnet at list.krnet.org Cc: laser147 at juno.com Subject: KR> Jim Faughn's engine Gene said, "Michael, sorry but oil level can't be that high or the crank would be fighting to get through the oil on every revolution." Oh well . . . it sure sounded like it made sense. How about the thought that when we shut the engine down the oil that's been circulating then drains thanks to gravity. If the engine is level, it drains evenly. At an angle, it drains to the rear, causing some parts . . . like front bearings . . . getting drained a little better? I guess I'll have to give up on this particular idea I've been carrying around for awhile if you don't think there's anything to it. Someone made the point with me some time back and it "sounded" like it made a lot of sense. Mike Buffettb - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.6125 / Virus Database: 4409/10586 - Release Date: 09/06/15
KR> Jim Faughn's engine
It would probably help to distribute the oil evenly in the pan for a brief time before start if the engine was level. Not sure what that would do for you. A common practice that I have used for engines that have been sitting for a while is to oil prime the cylinders, put new oil in the crankcase, turn the engine over by hand to spread things around, and then crank the engine on the starter until you get oil pressure (give the starter 'breaks' to keep it from overheating, be willing to buy a new starter if needed, or get a remote heavy duty starting system that you can bolt to the front of the crankshaft). Check cylinder pressures/leak-down, Repeat. It still doesn't negate the affects of an engine sitting for a long time. The advise I get from my Harley friends is perform the above, expect a short engine life initially and be prepared to rebuild soon. This was after I told them I was doing a complete rebuild on a motor that had been sitting for 20 years and was preface by "If you can get it to start" Just a thought. Mark W. N952MW <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of John Martindale via KRnet Sent: Sunday, September 6, 2015 7:44 AM To: 'KRnet' Cc: John Martindale Subject: Re: KR> Jim Faughn's engine Yep. I agree Mike. The time lag in getting oil back up the passages to the front could well accelerate wear on starting up and also lead to delays in pumping the lifters back up if it had been standing for a prolonged time. I think the Jabiru engines had s. --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus
KR> Jim Faughn's engine
I havent been in the air yet so I'm hesitant to speak up.? But, I do have moroso pre-oiler in my race car and a couple street cars. Sometimes months go by before they get driven, plus the added insurance at the track. I already have one for the corvair that Im building as 80% of all engine wear is at start up. Good Luck, Bill Sent from Yahoo Mail on Android From:"Mark Wegmet via KRnet" List-Post: krnet@list.krnet.org Date:Sun, Sep 6, 2015 at 11:40 AM Subject:Re: KR> Jim Faughn's engine It would probably help to distribute the oil evenly in the pan for a brief time before start if the engine was level. Not sure what that would do for you. A common practice that I have used for engines that have been sitting for a while is to oil prime the cylinders, put new oil in the crankcase, turn the engine over by hand to spread things around, and then crank the engine on the starter until you get oil pressure (give the starter 'breaks' to keep it from overheating, be willing to buy a new starter if needed, or get a remote heavy duty starting system that you can bolt to the front of the crankshaft). Check cylinder pressures/leak-down, Repeat. It still doesn't negate the affects of an engine sitting for a long time. The advise I get from my Harley friends is perform the above, expect a short engine life initially and be prepared to rebuild soon. This was after I told them I was doing a complete rebuild on a motor that had been sitting for 20 years and was preface by "If you can get it to start" Just a thought. Mark W. N952MW <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of John Martindale via KRnet Sent: Sunday, September 6, 2015 7:44 AM To: 'KRnet' Cc: John Martindale Subject: Re: KR> Jim Faughn's engine Yep. I agree Mike. The time lag in getting oil back up the passages to the front could well accelerate wear on starting up and also lead to delays in pumping the lifters back up if it had been standing for a prolonged time. I think the Jabiru engines had s. --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus ___ 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> Jim Faughn's engine
Gene said, "Michael, sorry but oil level can't be that high or the crank would be fighting to get through the oil on every revolution." Oh well . . . it sure sounded like it made sense. How about the thought that when we shut the engine down the oil that's been circulating then drains thanks to gravity. If the engine is level, it drains evenly. At an angle, it drains to the rear, causing some parts . . . like front bearings . . . getting drained a little better? I guess I'll have to give up on this particular idea I've been carrying around for awhile if you don't think there's anything to it. Someone made the point with me some time back and it "sounded" like it made a lot of sense. Mike Buffett???s New Enemy Buffett just confirmed his worst fear. Click here for his warning. http://thirdpartyoffers.juno.com/TGL3141/55ec3151aba133151246est01vuc
KR> Jim Faughn's engine
Hi Mike I could well be wrong here (got no data either) but I don't think the oil level in the sump reaches up to the main bearings when level. If it did then the bearings would be running in unfiltered oil in addition to that pressure fed. Oil would also run up into the cylinders behind the pistons would it not? Regards 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 Mike Stirewalt via KRnet Sent: Saturday, 5 September 2015 6:16 PM To: krnet at list.krnet.org Cc: laser147 at juno.com Subject: KR> Jim Faughn's engine Snip... I've got a theory that taildraggers need to be propped up so the engines sit level if they are going to sit for any length of time. It keeps the oil from pooling to the rear. Keeps the cam and front crankshaft bearings bathed in oil. It's just a theory I've come up with so no hard data here but it just makes sense to me...sheep shears - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.6125 / Virus Database: 4409/10576 - Release Date: 09/04/15
KR> Jim Faughn's engine
Michael, sorry but oil level can't be that high or the crank would be fighting to get through the oil on every revolution. Glad you had a good safe trip up north. See you when you get home. Gene -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike Stirewalt via KRnet Sent: Saturday, September 05, 2015 1:16 AM To: krnet at list.krnet.org Cc: laser147 at juno.com Subject: KR> Jim Faughn's engine Want to place your ad here? Advertise on United Online http://thirdpartyoffers.juno.com/TGL3141/55eaa4fdad0a924fd1ae1st03vuc ___ 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> Jim Faughn's engine
I had a conversation today with Ken Cottle, builder of my KR-1?. I was wondering about the early history of Jim's engine which Mark has had such unfortunate experiences with. Back in the mid-80's when these planes were built, Jim and Ken were all over the place with them. They flew to Oshkosh together twice and whatever other fly-ins caught their fancy. Their planes (at least Ken's - don't know about Faughn's) won various awards and they had flour bombing contests - mine still had the release mechanisms attached to the drag flap and couldn't figure out what they were until I asked Ken about it. He figured Steve Bennet had taken them off a long time ago - but no . . . Steve didn't do anything at all to improve this airplane - he let it go to hell if the truth be told - but he put a really great engine in it and I can sure live with that. But Jim's engine has turned out to be not so great. So I called Ken today and asked him where it came from. Did it come from Great Plains? Back in that era Faughn was working as an administrator at a trade school (Ken couldn't remember the name) in St. Louis. Ken lived and still lives in Columbia, MO not far away. Jim built the airframe and assigned the building of the engine to the trade school shop class. They apparently didn't do a very good job since Jim had to do valve and head work early on with that engine. Having to repair the engine so frequently is perhaps partially responsible for Jim going from airplanes to boats. He did fly it to the fly-ins and Gatherings and wrote his well-known treatise on landing a KR. I think Jim also wrote the Sanding Song so many have sung. But he and wife bought or built a boat and spent several years sailing the Bahamas and Keys. I remember reading of their plans to work their way around the world. . . but life intervened and Jim has disappeared (not completely I'm sure) into the netherlands of Florida. During the years they were sailing the plane just sat. Eventually, Jim took it to Omaha to sit for a few more years. Steve needed a place-holder plane in order to keep his hangar at MLE which he used and needed as part of his business. So that plane sat some more, tail down as taildraggers do, until Mark came along and bought it. I've got a theory that taildraggers need to be propped up so the engines sit level if they are going to sit for any length of time. It keeps the oil from pooling to the rear. Keeps the cam and front crankshaft bearings bathed in oil. It's just a theory I've come up with so no hard data here but it just makes sense to me. Consequently I have always kept N335KC with an office chair with a couple pillows on it stuck underneath the aft fuselage so the plane sits level in its hangar. It also relieves the tailwheel spring although I've no idea if this is of any significance. Initially I did that because it made the engine and cockpit easier to work on. You can set something down and it doesn't roll off if the tail is propped up, for one thing. Some wise old A person came along one day and complimented me on my wisdom in doing that. He assumed I was doing it for the benefit of the engine . . . so that's when I realized it might be a smart idea to keep an engine level if it's going to sit unused for an extended period. So it's not my theory at all I must admit. I was smart enough to recognize something that made sense though. Faughn's plane sat with tail down for many years, engine never or seldom run. That engine started as a shop project done by people learning a trade and after a brief but very active period was left dormant and neglected. It's not a mystery that this engine had problems as soon as Langford brought it back to life. And it's not a mystery where it came from. Ken originally built a HAPI 1835 in N335KC and Jim got his as a shop project at the school where he worked. Ken said he has almost 500 trouble-free hours on his GP 2300 that he's got in Sam Bailey's KR-1 (of three that Sam built). The VW needs some basic care and needs to be built with quality components. When this is done, and when they are run with temperature limitations in mind, these chuggers will run forever. That's really an appropriate term for these engines I was reminded on this trip, beating against mild headwinds on my 8 hour journey from KSEE to MMV and watching the sun rise in the east. What gorgeous vistas these fiberglass and wood contraptions are capable of giving us . . . but anyway, as I was sailing along at 12.5 with my cannula in my nose I again took note of the comforting monotony of the chugging sound the VW makes as it does its work. As a teen-ager growing up in Alaska I worked on fishing boats in the summers and sitting at the wheel for hours on end with only the sound of an engine steadily chugging along is a familiar and comforting sound. My GP 2180 feels and sounds really happy at 3000 RPM just chugging along not missing a beat, consuming three and a half gallons
