ne side of
> firewall. This worries me because at times the fuel outlet in the
> bottom of the aluminum tank is sure to suck some air when the fuel is
> sloshing about when the supply is low.
>
> John Gotschall
> N611GB
>
> Puyallup, wa
>
>
>
>
>
> On T
y you have
at least three times your maximum, engine required, fuel flow in nose high
and nose low attitudes. In your case; I would shoot for 15 gallons per hour
"at the carb float bowl" as a minimum. Let us know what you find.
Good luck
Rich Seifert N56SR
- Original Message -
Fr
Hi Guys
Jack at V. E. Petersen just provided the part numbers for the HAPI Ultra
Carb based on the Tillotson carburetor Model number OM41A 2 provided by another
fellow here on the net. These are current part numbers.
Gasket Kit GS-189 provides the correct gaskets. $3.87
Needle & Seat Kit
l years. Maybe you will have better luck.
Good Luck
Rich Seifert KR-2 N56SR
- Original Message -
From: "Mark Langford"
To: "KRnet"
Sent: Wednesday, February 11, 2009 3:18 PM
Subject: KR> FW: Float valve for HAPI Ultra Carb?
Anybody know where Willie Wilson can g
Hi dr jay
Elevator travel is up 30 degrees down 20 degrees. You can find it on
KR-2 Drawing No. 7 which is page 29 in my KR Plans book.
Have a great one.
- Original Message -
From: "dr jay"
To: "kr2 kr2"
Sent: Friday, May 25, 2007 2:35 PM
Subject: KR> Elevator travel
> Netters
>
>
I installed gap seals, and would have to agree; I saw no aerodynamic
benifit, but in my case they flutter at stall speed and so they are now my
stall warning device. You results my vary. :-)
- Original Message -
From: "Larry&Sallie Flesner"
To: "KRnet"
Sent: Friday, May 25, 2007 4:59 A
It's an interesting comment and there is much truth in it. I can't speak
for the KR-2S Plans since I built a KR-2; but when I was building it was
virtually impossible to build a KR-2 exactly to the plans. There were
several gray areas, and quite a few down-right mistakes in the plans. The
plans
Hi Netters,
I just thought you might like to hear a testimonial on the KR-2. January
1, 2007: I joined Rich Shirley for a flight from our home base at Corona
Airport up to California City Airport. CA. City airport is about 90 miles
North and out in the high desert. We were to meet sever
Hi Colin and netters.
A Very good argument. I think you are right that it all boils down to
weight and drag. The faster airplane will be the one with the lower weight
and drag penality. The faster of two identical KRs (except one with fixed
gear and one with retracts) will depend on gear system
The Revmaster and Great Planes engines all use a standard VW case and are no
more subject to cracking than the automotive VW case. My case was a runout
automotive case before I converted it to a turbo 2100 for my KR. It now has
almost 600 hours of aircraft use, in addition to what it saw as a car
I Very Much Agree.
- Original Message -
From: "Larry/Sallie Flesner"
To: "KRnet"
Sent: Saturday, December 16, 2006 7:29 AM
Subject: Re: Re: KR> Retracts
> The drag on the fixed gear tends to tip the
> nose down more because of its lower center. If the angle of attack of the
> wing is
Given a free set of fixed gear I would not convert from my retracts. Just as
there are no two KR's exactly alike; it is not fair to say that all retracts
are alike. My retracts are based on the stock RR KR-2 design but have been
beefed up to accomodate my KR. The original design is probably OK fo
Often stated,, but documented... Hardly;
- Original Message -
From: "Stephen Teate"
To: "KRnet"
Sent: Thursday, December 14, 2006 11:34 AM
Subject: RE: KR> Re: retracts
"I don't see how Diehl's gear, or any gear, hanging in the wind can make
a
plane faster than one with nothing hang
I feel a contest comming on.. But how to do it... These things must be done
delicately.. I mean scientificly.
- Original Message -
From:
To: "KRnet"
Sent: Thursday, December 14, 2006 11:05 AM
Subject: Re: KR> Re: retracts
> If you could completely close up the hole into which the gear
ng KR pilots in your
area. There are more around than you would think. Carefully look over their
aircraft and ask them to critique yours. They will be a far better resource
than your dynosaur.
Rich Seifert N56SR KR-2 pilot for 20 years now.
- Original Message -
From: "Don Chisholm&qu
aluminum core and hard rubber tread.
Thanks
Rich Seifert KR-2 N56SR
Hi Virgil
Congratulations on a good landing. I take it you can still fly it
again. You really do need to get some confidence in your KR's slow flight
charactoristics as another KR flyer suggested. Too much speed can be as
dangerous as too little speed (PIO). You should feel confortable cros
s mine, Virg
>
> On Mon, 6 Nov 2006 18:00:14 -0800 "Rich Seifert"
> writes:
> > Hi Virgil
> > Congratulations on a good landing. I take it you can still fly
> > it
> > again. You really do need to get some confidence in your KR's slow
> >
I agree with your statements 100 % Colin. I did not want to go into detail
on the proper leaning proceedure. The purpose of my post was to explain that
a numerical EGT reading is worthless. Now if we all had identical EGT
installations with our EGT probes at identical distances from the exhaust
va
- Original Message -
From: "Stanley Mello"
To:
Sent: Tuesday, January 03, 2006 7:45 PM
Subject: KR> High EGTs
> As was asked, I do have and inflight adjustable mixture conrtrol and an
> Air-Fuel Ratio meter. Everything seemed fine except for the EGT. Also the
> reason for the 6.9 to 1
If you adjust your mixture by leaning to a numerical EGT reading, you
are just asking for an engine failure.
Exhaust Gas Temperature readings are something that few pilots seem to
understand. Unless the EGT sensors were installed at the factory where
they can be calibrated and where each
I am not a big fan of the FAA but a good many of their rules were made to
protect the aviation industry in general from people doing things that
reflect negatively upon the industry. When unqualified people are permitted
to endanger themselves and the general public; That is pretty negative. The
gt;
> "Read AC 65-23A & AC 20-27F (You should read these documents if you are
> contemplating building and becoming the repairman for an experimental
> amateur built airplane.)"
>
> Regards,
>
> Ken Jones, kenbjo...@cinci.rr.com
> Sharonville, OH
> N5834,
You Did GREAT Mark! My first flight was unplanned 2 minutes earier and
ended in a crash costing me a gear leg, cowling, and a prop. It just gets
better from there on. Don't get discouraged.
- Original Message -
From: "Kevin Farley"
To: "KRnet"
Sent: Sunday, May 22, 2005 8:40 PM
Subject:
ta Ana, CA.
Anyone into hi-performance VW's will vouch for them.
Rich Seifert N56SR
- Original Message -
From: "Ivan & Ilse Miller"
To:
Sent: Wednesday, February 09, 2005 10:58 AM
Subject: KR> vw reliability
Hi All
Can some one tell me how reliable the 2180 VW engin
Retracts?? My entire RR retract with 1" Aluminum Bar instead of the stock .75"
bar, all brackets, bolts, wheels, tires, brakes, and fairings weighs exactly 40
pounds. It also has 550 hours on it. How much does your entire fixed gear
weigh??
Rich Seifert N56SR
Orma
I've only seen a few Turb installations besides my own and they have all
been the same as mine. I use a draw through system and control boost by
throttle alone. The turbo must be properly sized to be effective. I have
560 hours on my installation and would not bother with other methods
This might be a little late but I've seen it mentioned several times in the
old KR news letters. You don't use brakes attached to stock RR rudder
pedals. You are not the first and will not be the last to find this out the
hard way. The stock RR rudder pedals are not strong enough for the extra
b
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