won't see.
-Jeff Scott
Los Alamos, NM
> - Original Message -
> From: Larry&Sallie Flesner
> Sent: 03/27/14 05:02 PM
> To: KRnet
> Subject: Re: KR> High Altitude
>
> At 04:58 PM 3/27/2014, you wrote:
> >I mainly need to reduce the size of my eng
At 04:58 PM 3/27/2014, you wrote:
>I mainly need to reduce the size of my engine air inlets.
>
>What are the benefits you will gain from decreasing the inlets?
>And will it effect cooling?
>_+++
The greates
I mainly need to reduce the size of my engine air inlets.
What are the benefits you will gain from decreasing the inlets?
And will it effect cooling?
"Good to hear I'll be able to fly over most of the obstacles between here
and there."
On east/west trips I always find myself crossing the Rockies about 50
miles south of Taos. I routinely cruise at 13.5 and 14.5 and use my
homebrew O2 system which I described in previous posts "Flying High."
Having flown various aricraft as student and as CFI I will have to agree
with Colin that you learn the leaning procedures for YOUR engine well. It can
make a huge difference in performance in a low margin situation. A Cessna 185
on a jungle strip that can take off at gross and only use 120
My KR2 was built at sea level (Port Elisabeth, South Africa), and I flew it
for two years at high altitude, hot conditions (Johannesburg). My fied was
at 5300' altitude.
The engine was a very good VW Type 4, 2 liter, which is rated at 65hp. But
the combination of engine and prop had been carefully
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