Hi Jeff, Thank you for your detailed answer my friend. Yes, it is a Continental. I've now asked for the exact engine model number. Awaiting a reply.
So to sum it up: 1. Yes, it could be done. 2. One will have to be very aware of the speed. 3. It will most definitely burn much more fuel. 4. With the long tail, one can compensate for the added weight up front. 5. It will have no problems to get two tall South African adults away from the ground. I think this might be my last question on this: Would it be extremely expensive to maintain in an experimental aircraft? Does all the normal inspections etc. still apply? I say again, this offer came as a total surprize. I am still a bit dazzled by it all. I do not want to let a good deal pass me by unless it's of no use to me. Keep well my friends, Hennie van Rooyen -----Original Message----- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott via KRnet Sent: 08 May 2014 05:37 PM To: KRnet Subject: Re: KR> Most heavy engine I am a bit confused about the 160 HP Continental engine. ?What engine model is that? ?Continental made an O-346 which is 165 HP, and an O-300, which is 145 HP. ?Or do you mean a 160 HP O-320 Lycoming? ? George McHenry had just replaced the O-235 Lycoming on his Single Seat KR-2S with a 160 HP+ O-320. ?He had gone out of his way to keep the engine as light as possible. ?Unfortunately, he was killed on his first or second flight behind that engine. ?Cuase of the crash is still unknown, but you can look up the write up on the NTSB reports, Pueblo, CO, Sept of 2012. Even with his hopped up O-235 (roughly 140 HP), he was able to go run with the RV crowd. ?He loved to put on O2 and cruise at 17,500' when headed east with the winds. ?So even an O-235 is more than enough HP as you have to be very careful about VNE and flutter. ?I know George got himself in trouble with flutter on the rudder at one point in time and broke one of the two rudder hinges in flight. Even with the O-200 on my KR, when I am at altitudes below 5000', I have to be very aware of my speed as it is quite easy to blast past the 195 mph IAS VNE just doing a slow 300 fpm descent. One thing for sure, depending on what engine you just traded for, you could easily swap it for a Lyc O-235 or Cont O-200 and have a plane with fabulous performance. ?With 160 HP, you're going to need bigger fuel tanks for the same range, which makes for more weight on top of the heavy engine. ?There are a lot of trade offs to consider. -Jeff Scott Los Alamos, NM > ----- Original Message ----- > From: Hennie van Rooyen \[HQP Alloystream\] via KRnet > Sent: 05/08/14 07:37 AM > To: KRnet > Subject: KR> Most heavy engine > > Hi everyone, > > Don't crucify me, this is only a question. I am able to lay my hands on a > good 160hp Continental engine, complete with prop & running. What is the > heaviest & most powerful engine ever put in a KR2? I see it weighs 297 lbs > compared to the 227 of the Corvair. > > I say again, this is merely a question out of interest. Please don't attack > me. > > Keep well all, > > Henni > This e-mail is confidential and is for the addressee only. > Please refer to http://www.exxaro.com/content/main/disclaimer.asp > for important disclaimers. _______________________________________________ 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
