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On Fri, 9 Jan 2004 09:34:53 -0700 (Mountain Standard Time) "gleone" <gle...@tritel.net> writes: > With regards to, "I fail to understand what exactly is the benefit of > an > aircraft > engine over an automotive conversion." > > The greatest disadvantage is insurance. There was a recent post > about > someone trying to insure their KR and found insurers are not fond of > most > auto conversions. > > > Gene Leone > Worland, Wyoming > > "This is a great day for France!" --President Richard Nixon while > attending > Charles De Gaulle's funeral. Truer words were never spoken! > > -------Original Message------- > > From: serge.vi...@ate-international.com; KRnet > Date: Friday, January 09, 2004 8:29:10 AM > To: 'KRnet' > Subject: RE: KR>KR-2S & 150 hp Franklin : These 7 things > > It beats me. I fail to understand what exactly is the benefit of an > aircraft > engine over an automotive conversion. Certified aircraft engines > are > overpriced, fuel-guzzling, noisy, tricky and unreliable beasts. They > lag 70 > years behind automotive technology, and due to the cost of > certification > that prevents anything better from showing up, these engines will > keep > contributing to the high cost of flying. Any car manufacturer > producing > engines that heavy on cost, maintenance and fuel, and so unpractical > and > unreliable, would be out of the engine business pretty soon. > > The next step in general aviation engines is coming now: > turbo-diesel > engines. Extremely low on fuel, burning Jet-A1 rather tha Avgas, > torque at > any RPM, low revs...What a dream! And if you think this is not good > enough > for aircraft, well, two have already been certified: one made by > Renault > (France), the other by Thielert (Germany), two very well known names > in the > Formula 1 car racing industry... > > There is also a successful amateur conversion in France: the > Dieselis, that > has been happily flying for 5 years now. Engine taken from an Opel > Corsa. So > successful that I have read somewhere that it is now produced as a > kit > somewhere in Eastern Europe. > > My KR2 is just powered by a 2.4 liter VW based engine, but at least, > I have > dual electronic ignition (taken from a motorcycle), rather than > magnetos > borrowed from our great-great-grandfather's cars. > > Go Diesel, my son! > > Serge Vidal > KR2 ZS-WEC > 400 hours flown on VW power > Tunis, Tunisia > > -----Original Message----- > From: krnet-bounces+serge.vidal=ate-international....@mylist.net > [mailto:krnet-bounces+serge.vidal=ate-international....@mylist.net]On > Behalf Of VIRGIL N SALISBURY > Sent: Thursday, January 08, 2004 20:48 > To: kr...@mylist.net > Cc: kr...@mylist.net > Subject: Re: KR>KR-2S & 150 hp Franklin : These 7 things > > > NO, Too much, Virg > > On Thu, 8 Jan 2004 10:46:59 -0800 (PST) Scott Cable > <s2cab...@yahoo.com> > writes: > > KRNetters > > OK, hear me out on this one for one second: > > First remembering that the KR is one of the easiest > > aircraft to modify, and there has never been a KR > > crashed due to a structural failure. > > > > The KR has a double 5/8ths spruce Upper Longerons, a > > single 5/8 ths lower longeron. 3/32nd plywood outer > > skin, and 1/4 inch plywood firewall support structure. > > What if: > > 1.) Added an additional 5/8 piece to the upper > > Longerons > > > > 2.) Double the lower longerons aft to behind the rear > > spar and add 2 ea 5/8th intercostals from the > > firewall to the front spar. > > > > 3.) Instead of a 3/32 plywood floor between the > > firewall (under the rudder pedal support) and the > > front spar, use 1/4 inch 45 degree bias plywood. > > > > 4.) Add a 3/32 plywood inner skin from the firewall to > > the instrument panel, and 1/4 inch lower firewall > > gusset (like the existing upper gussett in the 2S > > plans) and a 1/4 inch plywood doubler on the > > inner forward and rear faces of the front spar. > > > > 5.) Add 18 inches to each wing to increase the wing > > span by 3 ft (from 23 to 26) (additional wing area > > to handle the increased engine weight) > > > > 6.) Increase the rudder / vertical stab area by 25% > > > > 7.) Increase the landing gear strut thickness by 20% > > > > By doing these 7 things, the KR-2S should be able to > > handle the additional loads imposed by a heavier, > > more powerful engine. > > Essentially, I've created a torque box on the belly, > > and fuselage sides. This should come close to > > doubling the load carrying ability of the fwd > > structure. > > The added structural weight would be less than 30 > > pounds. For a total increase in gross weight of 67 > > pounds (over a corvair or Subaru). > > I think a weight gain of 67 pounds, with the benefit > > of 30 more useable horsepower, and a gob more torque > > is reasonable. Another benefit is it's a aircraft > > engine. > > > > > > > > ===== > > Scott Cable > > KR-2S # 735 > > Wright City, MO > > s2cab...@yahoo.com > > > > __________________________________ > > Do you Yahoo!? > > Yahoo! Hotjobs: Enter the "Signing Bonus" Sweepstakes > > http://hotjobs.sweepstakes.yahoo.com/signingbonus > > > > _______________________________________________ > > see KRnet list details at http://www.krnet.org/instructions.html > > > > > > > Virgil N. Salisbury - AMSOIL > www.lubedealer.com/salisbury > Miami ,Fl > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > . > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > ________________________________________________________________ The best thing to hit the internet in years - Juno SpeedBand! Surf the web up to FIVE TIMES FASTER! Only $14.95/ month - visit www.juno.com to sign up today!
