That isn't the whole story though. The old style manual fuel systems
increase pilot workload, make starting a guessing game, and don't react
well to speedy throttle setting changes.
These are issues that have been overcome in the years since the 30's
Of course, EFI covers it all. But EFI always
Try AOPA.
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Joe. E.
Wallace
Sent: Thursday, June 20, 2013 10:46 PM
To: KRnet
Subject: Re: KR> Insurance Folly
I also have ins with Falcon on an Adventura II... their requests are
ridiculous and they charge
I also have ins with Falcon on an Adventura II... their requests are
ridiculous and they charge me an astromomical price for liability only not in
motion... Where else do we go??? I'm looking. jw
Joe. E. Wallace
jwallacep51 at gmail.com
On Jun 20, 2013, at 10:32 PM, Larry&Sallie Flesner
What really puzzles me is that they are the provider of my Sonerai insurance.
They are already insuring me!
Jeff Lange
Race 64 - Skye Racer
Blog: http://schmleff.blogspot.com
Youtube Channel: https://www.youtube.com/schmleff
On Jun 20, 2013, at 10:32 PM, Larry&Sallie Flesner
wrote:
> At 10:03
At 10:03 PM 6/20/2013, you wrote:
>However, they are requiring me to have 5 hours of dual in it with a
>CFI before they will cover me.
+++
Where do they expect you to find a CFI that even knows what a KR
is? If you can fly
Years ago I took my Grumman TR2 to get it's annual inspection. The
carburetor was rebuilt and I flew it about an hour when the throttle arm came
unhooked in flight. If the carburetor had been spring loaded to go to idle,
It would have been a very bad thing. However, the carburetor was spr
I have been flying Pete's KR under the "non owner" part of my Sonerai
insurance. Basically, I am covered in all ways the same as I am with the
Sonerai but the hull coverage tops out at what I have it insured for. Since the
SI is a single seat, there is no coverage for passengers in planes I do n
Finally got my Zenith carb adjusted on my 2180 VW to consistently and
reliably idle at 700 RPM. I found that the torsion spring between the
butterfly shaft and the throttle arm was not strong enough to return the
shaft to the full closed position. I added another extra tension spring
from the
I thing I am going to part it out.? It will be for sale individually or as a
whole.? It is a flying airplane (well built).? You could reassembly it and get
it singned off and fly it.? It now has damage to one wing and needs a prop.
From: "e.flyer1 at cox.net"
I think I am going to part it out.? Everything will be for sale individually or
as a whole.? It is a flying airplane.? It would have to be reassemblied and
signed off.
From: Lee Van Dyke
To: KRnet
Sent: Monday, June 3, 2013 2:29 PM
Subject: Re: KR> KR for sa
At 08:57 AM 6/20/2013, you wrote:
>I have always wondered why lycoming and continental have steadfastly stuck
>to ancient carb
++
Because they work well and are quite reliable . I rebuilt my MS carb
nearly 500 hours ago and have not
> I have always wondered why lycoming and continental have steadfastly stuck
> to ancient carb (and fuel injection) tech.
Because they work. ?The CV carbs used on the Rotax engines require a lot more
maintenance than either the RSA fuel injection or MS carbs found on a
Continental or Lycoming. ?
I have always wondered why lycoming and continental have steadfastly stuck
to ancient carb (and fuel injection) tech. ... i think rotax is running
cv carbs on the 912 which is nice.
On Jun 16, 2013 7:29 PM, wrote:
> Not saying it is bad, just one thing to consider. I had the Zenith carb
> on
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