I LOOKED INTO THE ARCHIVES AND WAS UNABLE TO FIND ANY INFORMATION ON USE OF
A HIRTH ENGINE OF ANY SIZE. ANYONE HAVE ANY SUGGESTIONS?
>
>
> M. Greg Martin
>
>
HAS ANYONE USED A HIRTH 30 ENGINE ON A KR. I WOULD LIKE TO KNOW THE OUT
COME IF POSSIBLE
M. Greg Martin
At 04:53 AM 1/23/2015, you wrote:
>If I could afford it, I would seriously be considering the UL Power engines,
>but for an economical engine, if your plane can take the weight, a Lycoming
>320 would be great for slightly less weight, get a re-built Cont 0200 if you
>can find one. I understand tha
>Jeff Scott wrote:
>I do expect for them to have occasional issues, but I don't EVER expect one
>of them to have a complete failure in flight.
I have been burning holes in the sky since 1976 and have flown behind
countless different certified engines. Personally, I never had an issue in
the air
I have a 1600 HAPI with dual ignition, and a 2100d Revmaster for sale. The
revmaster has a turbo, too. One engine is bolted up to a KR mount, and the
other has a mount that fits something else. I have props for both, and at
least one nose cone. If someone wants these right away, you could ha
Hi Jeff, for $20 on a multi-grand engine, why think about the cost of a
trip to McNasty (AKA Micky-D) with the kids ? IMHO, replace them if
they are out of spec.
-dave
Jeff Scott wrote:
> The consequence of failing to replace 4 $5.00 guides and leaving in guides
> that were worn beyond spec w
Stuff happens with all engines. From Mark's description of the wear on the cam
gear, it sounds as if either the cam or crank gear was just a little bit
eccentric which was bound to cause a failure. With no PMA process in place for
something like a Corvair or VW engine, how do you make sure tha
I'm looking (just looking, I can't afford the engine yet, and no where near
ready for it yet), where do y'all find your engines to buy?
I'm sure there's great deals out there, somewhere
(by the way, sorry if this appears twice, I'm having a heck of a problem
getting the KR Net mailing list
If you are going CORVAIR - I picked up mine froma junkyard for about 150.00 a
few weeks later and a couple thouseand bucks and I had a running engine. Of
course the Corvair has changed somewhat since I built mine and upgraded it so I
think that if you built it yourself you could finish it for
Would you suggest I keep it or go ahead and rebuild a Corvair? -Jeff Wilder
Jeff you cannot buy and rebuild a Corvair engine with the correct aviation
parts for $1200. Cannot be done. Possibly for $3500 or $4000, but not $1200.
The parts alone from WW are over $2500, then another $2000 of you get
nions"
Tim
t...@dodo.com.au
- Original Message -
From: "Rick Anderson"
To: "KRnet"
Sent: Monday, February 13, 2006 12:46 AM
Subject: Re: KR> Engines
> Nope! Just be patient. Everyone cant know everything! On the other hand
> there are some way smart
t.net
Subject: Re: KR> Engines
The Corvair is much heavier by far because of the weight of the money left
in your wallet. The cost of a Jab is around 14,000 - 16,000 and very
little in the way of installation support from what Ive heard. I have
around 2500 now tied up in my Corvair - but that i
Hi Guys
I have had a good look at Marks Corvair Engine information. Other than cost
what is the advantage of using the Corvair 2700 100 hp (realizing they can be
developed to put out more power) over the Rotax 100 and 115hp which are a both
much lighter engine. 62.6kg and 70kg respectively.
Re
"Other than cost..."
I think this is the main reason.
Stephen Teate
Paradise, Texas
ste...@compositecooling.com
: Tuesday, February 14, 2006 9:29 AM
To: KRnet
Subject: RE: KR> Engines
"Other than cost..."
I think this is the main reason.
Stephen Teate
Paradise, Texas
ste...@compositecooling.com
___
Search the KRnet Archives at http://www.maddyho
No offense taken. - Original Message -
From: "Tim Haynes"
To: "KRnet"
Sent: Sunday, February 12, 2006 9:11 AM
Subject: Re: KR> Engines
> Sorry Rick no offence meant, just got the impression i should always be
> looking at archives and links rather than p
Hi Tim
We've been thinking of a Jab6 for our KR2S. Here in the UK we are
restricted to 500 KG MAUW and the Corvair is too heavy for us to have a
meaningful payload. The downside is the cost, so the Rotax 912 looks more
likely for us.
Peter
Hereford UK
On Tue, 14 Feb 2006 15:05:01 -, Ti
Tim Haynes wrote:Hi Guys
I have had a good look at Marks Corvair Engine information. Other than cost
what is the advantage of using the Corvair 2700 100 hp (realizing they can be
developed to put out more power) over the Rotax 100 and 115hp which are a both
much lighter engine. 62.6kg an
If you are building a KR2S you may not want a real light engine. My 2S is
built per plans with a Corvair and I did not have to put ballast anywhere and
I could not be happier with the CG and stability. I chose the Corvair mostly
for cost (Remember I only have about 2500 in the engine and 35
As far as payload in the 2S - I have a stock 2S with Corvair - empty weight
is 710 lbs. I listed the gross at 1200 lbs. One flight I did - departure
weight was @1400 and I was close to the aft CG. I had 6500 feet of runway
so I could test this weight. Takeoff was smooth and normal - m
I do not understand why this topic has commanded so much time and space on
KRnet.
Both the Corvair and the Jabiru are good choices for the KR.
The Jabiru costs about $10,000 more than the Corvair in the US.
This seems to be a critical point because I keep seeing builders in the US
writin
Not so much of a big deal - just trying to help a guy out which is what the
net is all about. I can understand the confusion. I came from flying a KR2
with a turbo Revemaster 2180D that my father built to building the 2S I have
now. Nothing wrong with the VW engine - other than they broke
ifly...@aol.com wrote:Not so much of a big deal - just trying to help a guy
out which is what the
net is all about.
Ron Smith writes,
Boy! A guy that can build an airplane, and write prose as well!
Nice post Bill. Looking forward to meeting you one day when my project
Amen to that, I have looked closely at Bill's plane and he is way too modest,
as well as being right. If I had big bucks I might chose to fly fancy and do
my mechanical work with a checkbook. I make choices based on my needs and
situation as well as a simple desire to keep flying!
Bob Polgreen
often and did in my case generate a lot of new
questions !
Thanks, Tim, Australia. t...@dodo.com.au
- Original Message -
From: "VIRGIL N SALISBURY"
To:
Sent: Monday, February 13, 2006 3:40 AM
Subject: Re: KR> Engines / information
>Annd pick up the Newsle
...@mylist.net
Subject: Re: KR> Engines, engines, engines, engines, engines, engines,
engines,engines
Not so much of a big deal - just trying to help a guy out which is what
the
net is all about. I can understand the confusion. I came from flying
a KR2
with a turbo Revemaster 2180D that my fat
urn
> checking
> the website info can often and did in my case generate a lot of new
>
> questions !
>
> Thanks, Tim, Australia. t...@dodo.com.au
>
> ----- Original Message -
> From: "VIRGIL N SALISBURY"
> To:
> Sent: Monday, February 13, 2006 3:40 AM
&g
Have been checking out Jabiru. Has anyboby used a Jab 6 in there KR2 they rate
at 120hp @ 3300 rpm. 178lbs (81kg) minus prop and mount. Fuel burn is 26 lph @
2750 rpm 107hp continuous power rating.How does this stack up say to a Corvair.
Is the weight re Corvair of 240lbs with engine mount.
Re
Is It against the rules to ask questions ???
Tim
Australia
t...@dodo.com.au
- Original Message -
From: "Tim Haynes"
To: "KRMylist"
Sent: Sunday, February 12, 2006 11:57 PM
Subject: KR> Engines
> Have been checking out Jabiru. Has anyboby used a Jab 6 in
Nope! Just be patient. Everyone cant know everything! On the other hand
there are some way smart folks on here when it comes to aircraft! Easy
partner!
- Original Message -
From: "Tim Haynes"
To: "KRnet"
Sent: Sunday, February 12, 2006 8:41 AM
Subject: Re: K
At 07:57 AM 2/12/2006, you wrote:
>Have been checking out Jabiru. Has anyboby used a Jab 6 in there KR2
>Tim
+++
Tim,
I can understand your excitement on starting a new project but many of
the answers you are looking for are out ther
From: "Tim Haynes"
> To: "KRMylist"
> Sent: Sunday, February 12, 2006 11:57 PM
> Subject: KR> Engines
>
>
>> Have been checking out Jabiru. Has anyboby used a Jab 6 in there KR2
>> they rate at 120hp @ 3300 rpm. 178lbs (81kg) minus prop a
Annd pick up the Newsletters on CD, Virg
On Sun, 12 Feb 2006 09:18:25 -0600 Larry&Sallie Flesner
writes:
> At 07:57 AM 2/12/2006, you wrote:
> >Have been checking out Jabiru. Has anyboby used a Jab 6 in there
> KR2
> >Tim
>
The Corvair is much heavier by far because of the weight of the money left
in your wallet. The cost of a Jab is around 14,000 - 16,000 and very little
in the way of installation support from what Ive heard. I have around 2500
now tied up in my Corvair - but that is low in comparisson to the
-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Tim Haynes
Sent: Sunday, February 12, 2006 8:57 AM
To: KRMylist
Subject: KR> Engines
Have been checking out Jabiru. Has anyboby used a Jab 6 in there KR2 they
rate at 120hp @ 3300 rpm. 178lbs (81kg) minus prop and mo
ff net for
detailed info.
Doug Rupert
Simcoe Ontario
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Tim Haynes
Sent: Sunday, February 12, 2006 9:41 AM
To: KRnet
Subject: Re: KR> Engines
Is It against the rules to ask questions ???
I have been following the threads on engine modifications, and I want to add my
two cents worth. You can boost the horsepower considerably--consider the 700
horsepower that dragsters get out of conventional blocks--for a few seconds.
However, it is NOT a one way deal without a tradeoff.
I hav
Let me preface MY posts with the statement that they ALL concern use in a KR,
not other aircraft.
In relation to the Subarus, the units that are in the proper weight category
for use in the KR are under powered and do not perform as stated in ads. EA81
and EA 82 as an example. To get the rated
After reading Mark's post to me, it is apparent that
some have been offended by things posted by me. I do
hereby appologize to any that I have offended by my
sometimes raucious writing style.
I enjoy the many things members of this board share
with others. I shall continue to read the many
infor
This message is for all of you builders in England or as most of you say
the United Kingdom.
Have any of you considered using an engine designed and proven for
aircraft. A few builders here have and they are using the Continental O-200.
The engine is rated at 100 horse power and will
llows to go shopping.
Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France
"Robert L. Stone"
Envoyé par : krnet-boun...@mylist.net
06/09/2005 23:41
Veuillez répondre à KRnet
Remis le : 06/09/2005 23:41
Pour : "KR Builders Pilots"
cc : (ccc : S
;Reply-To: KRnet
>To: "KRnet"
>Subject: RE: KR> engines/Bendix Mag
>Date: Fri, 13 May 2005 23:12:47 -0400
>
>Right here:
>http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/MainFrame
>?OpenFrameSet&CFID=1889851&CFTOKEN=20037921
>
>
I would take the 2004 KR Gathering as a sample of KRs that fly routinely and
fly cross country. Someone can correct my numbers here if I'm off by 1 or two,
but I counted 19 KRs that flew to the gathering. Of those 19 the engines were:
1 Corvair
1 3300 Jabaru
7 Continental (O-200, C-85, and A-
Hello
I have a new/ twenty year old Bendix on a same age Revmaster.
Where do I find out about the AD?
>
> >Here's where it gets into some of the nits that people will undoubtedly
> >want to pick. If you are using a certified part, the ADs apply. For
> >instance, many of the dual ignition revmaste
t.net]On
Behalf Of Steve Bray
Sent: Friday, May 13, 2005 9:57 PM
To: kr...@mylist.net
Subject: RE: KR> engines/Bendix Mag
Hello
I have a new/ twenty year old Bendix on a same age Revmaster.
Where do I find out about the AD?
>
> >Here's where it gets into some of the nits that people
Thanks Brian
Steve Bray
Jackson, Tennessee
>From: "Brian Kraut"
>Reply-To: KRnet
>To: "KRnet"
>Subject: RE: KR> engines/Bendix Mag
>Date: Fri, 13 May 2005 23:12:47 -0400
>
>Right here:
>http://www.airweb.faa.gov/Regulatory_and_Guidance
Serge
How much is diesel over there.
Here Australia it is around $126.00 per litre.
Phil Matheson
mathe...@dodo.com.au
VH-PKR ( Phil's KR)
61 3 58833588
Australia.( Down Under)
See My KR2 Building Web Page at:
http://mywebpage.netscape.com/flyingkrphil/VHPKR.html
See our VW Engines and Home buil
: "KRnet"
cc :(ccc : Serge VIDAL/DNSA/SAGEM)
Objet : Re: Réf. : KR> engines
Serge
How much is diesel over there.
Here Australia it is around $126.00 per litre.
Phil Matheson
mathe...@dodo.com.au
VH-PKR ( Phil's KR)
61 3 58833588
Australia.( Down Under)
See My KR
I don't know why nobody is looking at
A series Continentals. They're light,
170 lbs. with Bendix mags. with
Slicks 6 lbs lighter. They can be easily
accessorized with a set up like 4 cylinder
Lycomings. They are readily available, and
parts are not that expensive. They are 171
cu. inches, with A80
Speaking of certified engines, there is one gotcha I learned about that you
need to be aware of if you use one.
When you use a certified engine in an experimental you are required to
comply with all the A.D.s. I was always under the impression in the past
that it was recommended on an experimenta
Brian
Your DAR is right,I just went through this on a certified aircraft a guy
wanted annualed,he bought the plane for a good price (so he thought) because
the lady had lost the log books on the engine so she had to sell it as if it
did not have a engine.I talk to the FAA before I told him I wou
Also I believe a certified engine also has to have a annual inspection even
if it is in an experimental.I'll look that one up
>
>> When you use a certified engine in an experimental you are required to
>> comply with all the A.D.s. I was always under the impression in the past
>> that it was
Well I've got an O200 A.
Gav
- Original Message -
From: "Don Chisholm"
>I don't know why nobody is looking at
> A series Continentals. They're light,
> 170 lbs. with Bendix mags. with
> Slicks 6 lbs lighter. They can be easily
épondre à KRnet
Remis le : 2005-05-12 04:37
Pour : kr...@mylist.net
cc :(ccc : Serge VIDAL/DNSA/SAGEM)
Objet : KR> engines
I don't know why nobody is looking at
A series Continentals. They're light,
170 lbs. with Bendix mags. with
Slicks 6 lbs lighter. The
I'm glad I live in Canada. It must be frustrating
to deal with a system that defies logic and is
archaic. What's the difference, a 40 year old
converted car engine or a rebuilt aircraft engine
My bet's with the aircraft engine, log books or
not
Too bad an end run couldn't be figured
out around your rules like you started
to build a Chevy engine pistons first
that just happen to fit A65 Continental
bores and on further investigation you
sustituted cylinders which really didn't
adapt to the Chevy block so you used
Continental cases etc. or
At 11:00 PM 5/11/2005, you wrote:
>Speaking of certified engines, there is one gotcha I learned about that you
>need to be aware of if you use one.
>
>When you use a certified engine in an experimental you are required to
>comply with all the A.D.s.
This is not correct. Your DAR was mistaken. W
Don,
The application of the rules have changed with regards to certified engines in
experimentals. They used to be exempt from Airworthyness Directives, but now
the FAA has chosen to enforce the ADs. A friend of mine had a mishap with his
experimental last fall after 5" departed from one pro
At 09:45 AM 5/12/2005, you wrote:
>The application of the rules have changed with regards to certified
>engines in experimentals. They used to be exempt from Airworthyness
>Directives, but now the FAA has chosen to enforce the ADs. (...snip...) A
>certified engine on an experiemental is now re
Actually his DAR is right on the money.If you put a certified engine in a
experimental and have it inspected as a certified engine and signed off as
such,you do have to comply with all applicable AD's,but you can have the
same engine installed and not have it signed off as certified and get arou
Check these out
T1228R
T1127RB
T0326RB
T0112RH
T0112RD
T0608RD
64 Engine
Bloc & Bell T0828ZH
Don't know the guy. This appeared in the monthly corvair club newsletter. You
can call him direct for info.
Jerry Berge (320) 684-2657
I believe he is in Minneapolis, MN
Pat Driscoll
Saint Paul, MN 55
y are out
there!Jim
>From:
>Reply-To: KRnet
>To: "KR Mailing list"
>Subject: KR> Engines
>Date: Tue, 9 Nov 2004 15:50:22 -0600
>MIME-Version: 1.0
>Received: from mc9-f31.hotmail.com ([65.54.166.38]) by mc9-s9.hotmail.com
>with Microsoft SMTPSVC(5.0.
nd found that I had eight tail wheels.
The one installed is working well.
And so it is, oft times the simplest things conspire to delay that first
flight! Thanks for youe help.
Pat R
- Original Message -
From: "Mike Turner"
To: "KRnet"
Sent: Saturday, September 11, 20
I don't know of any engine that goes 2400 hours between overhauls! That is
just the stated TBO, not what they do in practice. In practice they all eat
valves, develop leaks and problems where half the engine has been replaced by
the time you get to the 2400 TBO. The main difference is entry c
What's happening? Tied tail down with a foot of slack, chocked the wheels,
ran the engine up to 3000RPM and the tail did not lift,. stick full
forward._Rechecked elevator travel, Okay, redid weight and balance, CG at
forward limit._Got about 5 hours taxi time, up to about 35 MPH, still not
li
turday, September 11, 2004 3:14 PM
Subject: Re: KR> Engines
> What's happening? Tied tail down with a foot of slack, chocked the wheels,
> ran the engine up to 3000RPM and the tail did not lift,. stick full
> forward._Rechecked elevator travel, Okay, redid weight and balanc
"still not light on the stick."
My aircraft gets light on the stick at 2500. What is the pitch of your
prop? Even though mine gets light on the stick at 2500 and I can lift the
tail at 2800, on the roll, it all changes and it wants some speed, but
nothing like 35 MPH.
Orma
Southfield, MI
N110LR
You must have a nose wheel
Mark J you are a sick individual, you had better hurry up and fly so that
you can act normal.
Orma
Southfield, MI
N110LR celebrating 20 years
To the gathering or bust
Message -
From: "Orma"
To: "KRnet"
Sent: Saturday, September 11, 2004 3:54 PM
Subject: Re: KR> Engines
> You must have a nose wheel
>
> Mark J you are a sick individual, you had better hurry up and fly so that
> you can act normal.
> Orma
> Sou
"That is a jet engine you haveright???"
Well Mark, it does heat up like a jet, if only I could get it to fly as fast
as a jet. Well, on second thought it does fly as fast as the turbine KR
that flew a few years back.
Orma
Southfield, MI
N110LR celebrating 20 years
I will fly to the gathering
- Original Message -
From: "Orma"
> I will fly to the gathering in my KR, Just pray for snow.
No Snow Yet! Please. But may the gods of coolness be with you.
Mark Jones (N886MJ)
Wales, WI USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at
http://mywebp
On Sat, 11 Sep 2004 15:40:15 -0400 "Colin & Bev Rainey"
writes:
> I don't know of any engine that goes 2400 hours between overhauls!
> That is just the stated TBO, not what they do in practice. In
> practice they all eat valves, develop leaks and problems where half
> the engine has been rep
To: KRnet<mailto:kr...@mylist.net>
Sent: Saturday, September 11, 2004 3:14 PM
Subject: Re: KR> Engines
What's happening? Tied tail down with a foot of slack, chocked the wheels,
ran the engine up to 3000RPM and the tail did not lift,. stick full
forward._Rechecked e
> What's happening? Tied tail down with a foot of slack, chocked the wheels,
> ran the engine up to 3000RPM and the tail did not lift,. stick full
> forward._Rechecked elevator travel, Okay, redid weight and balance, CG at
> forward limit._Got about 5 hours taxi time, up to about 35 MPH,
Just have a question for the group. I bought 2 Corvair engines from Larry's
Corvair shop in California. Then I bought William Wynne's book. Yeah, I know
I did it the wrong way. The problem and question is this: The engines they
sent me are both 145 cid engines. One from 1960, one from 1963.
Netters
I have 2 Subaru engines, one that all the machining has been done to ready for
reassembly, the other straight out of the car, EA81 variety. $100 dollars
takes both, plus shipping to you. If interested contact me off the net.
Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.
Netters,
I have 2 EA81 Subaru engines for sale, one has all machining already done ready
for re-assembly, the other is a good parts engine or spare. Interested parties
should contact me offline.
Do Not Archive
Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
or crbrn9...@hotmai
> Eric J Pitts writes:
> Here is one more to look at, it is a Solar T-62 Turbine.
> The BD5T is using this engine, look at www.bd-micro.com
> can get up to 150hp.
> Power Rating (Sea Level) 95 SHP @ 6,000 RPM
> Fuel Consumption (Max Power) 108 lbs./hr.
> Weight 75 lbs.> Length 27 i
Here is one more to look at, it is a Solar T-62 Turbine. The BD5T is
using this engine, look at www.bd-micro.com can get up to 150hp.
Power Rating (Sea Level) 95 SHP @ 6,000 RPM
Fuel Consumption (Max Power) 108 lbs./hr.
Weight 75 lbs.
Length 27 in.
Height 16.5 in.
Width 13 in.
Fu
When lyco and
>cont made engines magnetos were very unreliable so they put 2 on incase one
>failed. With 2 magnetos you have to have two wiring harnesses and two spark
>plugs.
>David Mikesell
Some of the early low horsepower, smaller cube
Rather than get mad at the misinformation about engines and technology
concerning them, which by the way Scott has been stated that way since the 70's
and never updated, I will instead issue a friendly challenge. I will be
willing to bet you that I will fly longer between services, smoother, wi
Here is an email that I received on another group. Might help you guys in
this debate.
> > A while back, I posted the result of a cursory look at the accident
> > statistics for aircraft powered by auto engine conversions. It *was*
an
> > awful shallow pass, and at the time I promised to look
Colin,
You saying that the I gave out misinformation is simply not true. I was
speaking in general terms about general aviation. Including, but not limited
to the KR or same class of aircraft. For instance, A Kr or similar aircraft
that is limited to only light aerobatics, could care less ab
Nice Stats... As it's been said before:
Numbers don't lie.
ljhus...@wmconnect.com wrote:
Here is an email that I received on another group. Might help you guys in
this debate.
> > A while back, I posted the result of a cursory look at the accident
> > statistics for aircraft powered by auto eng
Please, How on earth can you compare 332-Certified Engines, to a miserly
70-Non-C/4 Engines!
Maybe we can have a fair representation of engine specific performance
issues, based equal numbers of engines for the group(s), not shown in the
Original Message. This smacks of Rotax advertisement. Lets
LJHusky1 wrote:
The Results:
> > >
> > > ENGINE ACC PCT LOPLOP%
> > > -- --- --- ---
> > > Certified 332 51% 57 17%
> > > Auto95 15% 27 28%
> > > Non-C/4 70 11% 13 19
.
- Original Message -
From: "Dean Cooper"
To: "KRnet"
Sent: Saturday, January 10, 2004 7:41 AM
Subject: Re: KR>Engines
> LJHusky1 wrote:
>
> The Results:
> > > >
> >
Scott & netters,
Good points well taken. However some are distortions, and some are responses
to my miscommunications, which I will clarify now.
First, most cars end up on the roadside not because of bad design or sudden
failure, but neglect by the operator of the "check engine" light or "s
Colin, Thank-you, I will respond to your additional
comments below in CAPS- for the sake of Clarity, not
SHOUTING! This dialog is intended to be friendly, not
Tense...
--- Colin & Bev Rainey wrote:
> Scott & netters,
> Good points well taken. However some are
> distortions, and some are response
Scott & netters,
I hope all have enjoyed and more importantly gained from this
debate/discussion. I don't see Scott & I at odds concerning engines but rather
applying our different types of experience to our craft in the hopes of making
the safest aircraft possible. Both Scott & I have fallen
Scott:
Not trying to be argumentative but it also must be pointed out that most
certified aircraft engines are also not approved for aerobatics they do
not have the fuel or oil systems for it. It also must be pointed out
that most aircraft type certificated or experimental are also not
approve
Netters:
This has been the best discussion I've read since joining the KR Net. Now
I would like to add my 2 cents. I don't think I am as knowledgeable in the
realm of engines as some, but I do have one advantage: I'm flying a KR with a
modern auto converstion. After 7,000 hours and prof
I truly did not know automotive conversions were an insurance problem. Sorry
for you, guys.
I think people tend to be a little bit personal on that engine debate. Hey,
it's experimental aviation! Do as you please, and let the others do as they
please! Just make your own opinion, and make your airc
>Yes, aircraft engines have specific requirements. Yes, standard automotive
>engines do not meet all of these requirements, especially the redundancy
>principle (no single failure must lead to catastrophic failure).
>Serge Vidal
=
REALITY C
guynca.com
- Original Message -
From: "larry flesner"
To: ; "KRnet"
Sent: Sunday, January 11, 2004 9:47 AM
Subject: Re: KR>Engines - Certified versus automotive conversions
>
> >Yes, aircraft engines have specific requirements. Yes, standard
automotive
> &
Just a question for the group. It may be premature (since I have a long way to
go), but I noticed a Lycoming 0 145 for sale on Ebay. Would that be an
acceptable power plant for a KR2S? It is a 65 horsepower and weighs about 165
pounds. Any thoughts?
Ray
-
Do
Ray,
That is right in the power and weight range for a KR2, but might be a little
under powered for a 2S. However, it would ba usable.
See N64KR at http://KR-Builder.org - Then click on the pics
Daniel R. Heath - Columbia, SC
da...@kr-builder.org
See you in Mt. Vernon - 2004 - KR Gathering
Hi Ray,
The lycoming O-145 engine with its 145 cu. inches of displacement is a
possiblity. It is known for being a much smoother running engine that the
A-65 Continintal engine. And thought both engines are rated at 65 HP on
take off, the Continental actually produces more HP inflight because o
Mike Turner
- Original Message -
From: Ray Fuenzalida
To: kr...@mylist.net
Sent: Tuesday, December 16, 2003 4:08 PM
Subject: KR>engines
Just a question for the group. It may be premature (since I have a long way
to go), but I noticed a Lycomi
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