Sid, Congrats on making it and congrats on your first flight.
I had the same issue you had with my trim tab. My trim tab motor was located far from my trim tab and I used a Nyrod cable that bent and traveled all the way up behind my seat. I found that there was to much play in it by having the motor mounted so far from the trim tab and trying to keep the Nyrod cable clamped in place without binding it. I spent a lot of time relocating the trim motor in the back of the fuse and closer to the trim tab and horizontal stabilizer. This helped but it did not completely eliminate the play in my trim tab and its effectiveness. I would suggest that if you trim tab motor is not located in your horizontal stab that you relocate it there. I am going to relocate mine there. This should eliminate all play or binding. There may be several members here that have documented how to do this but I suggest you start out by looking at Dan Heaths pages and pictures on how to do this. He has done a lot of research and had both failures and success on how to do this and what to use and not use. I will be using Dan's pictures and procedures on how to redo mine. On the oil cooling. I am not sure if you are running a VW or a Corvair. I would assume that if you are having oil cooling issues, that you are running a VW. My advice. Dont do what I did. I bought a big oil cooler and then bought all the Earls fittings and such and by the time I got done with it. I would have been far ahead to just have bought the Revmaster large oil cooler kit. I am saying that from a cost to build standpoint. I think my 60 dollar oil cooler cost me over 300 bucks by the time I got it done. I think the Revmaster is less than 200 but I have not looked it up lately. As it relates to cooling and the high pressure and low pressure side of your engine and cowling. I have done a lot of experimenting in this area. Not as much as some but a bit. I was never really able to make much of a difference in oil cooling by making changes to my cowling both upper and lower. Someone correct me if I am wrong but I think if your inlets are farther away from your prop hub or as far outside as you can get them, you are going to get better air flow in. Look at Marl Langfords site for data on this I believe. I think Mark L. has done a lot of study and research on high pressure side, lower pressure side and the effects on cooling. I guess I should check some of my resources before I make those claims. I am also thinking of adding some baffle seals around my nose gear strut to be sure that I am not allowing a significant volume of air to enter into the lower cowling and cause an increase in pressure on the low pressure side or bottom of the motor. Jeff York KR2 2010 National Gathering Peoples Choice, Best Interior 2011 Air Fest ??? ??? ??? ??? ? Best Experimental, Best Instrument, Best Interior ________________________________ From: Lawrence Bell <lebell8978 at gmail.com> To: KRnet <krnet at list.krnet.org> Sent: Sunday, March 24, 2013 12:57 PM Subject: Re: KR> First Flight I"m sure glad you made it , Sid. On your trim tab, the obvious, if it doesn't work on the ground it won't work in the air, it would seem to me. I am working on my cooling and am hoping to use a fiberglass plenum on a VW similar to Mark Langford on his Corvair. I hope to prove reasonable cooling on the ground. 26 years sounds about right for me, I don't know if I will have the guts to put it in the air when I get there. ? ? Regards, Larry Bell On Sat, Mar 23, 2013 at 7:29 PM, Sid Wood <smwood at md.metrocast.net> wrote: > Made the first flight with N6242 this morning.? That's 26+ years of steady > building, modifying, sanding, painting, fixing and tweaking coming together > for 10 minutes of flight with 2 laps around the patch. > Winds were supposed to be calm as reported by AWOS; not true at any > altitude above 20 feet.? My pitch trim was set for neutral, but soon as > flying speed was reached, got immediate pitch up, which of course, I > immediately over corrected.? Nearly lost it, but managed to keep going > while holding lots of forward stick.? Started to encounter more gusts a few > hundred feet up with more PIO.? By 1500 feet was getting better control, > but still gusty.? Still had full down trim and holding lots of forward > stick.? At 2000 feet oil temp spiked at 240 degrees F and oil pressure was > dropping off.? Reduced throttle to idle to glide to an airport landing. >? Was to high and fast over the threshold.? The low morning sun washed out > everything on the Dynon during final approach.? I did not know if the > engine had enough oil for a go around, so pressed for a landing on the > 4200' runway.? Estimate the first touch was about 80 knots half way down > the runway with more PIO.? The third bounce bent the nose strut and trashed > the wheel pant.? Got to taxi speed with about 100 feet of runway to spare. >? Taxi back to the hangar was uneventful except for the fear induced > adrenaline shakes. > Inspection at the hangar revealed the nose strut bent at the curve up from > the pivot.? The wheel pant had asphalt scratches indicating a classic > wheelbarrow touchdown and had been destroyed.? Engine oil was at the full > mark on the dip stick.? Heat in the cabin during flight indicated > inadequate airflow through the oil cooler; excessive air duct length may be > the problem. > The elevator trim tab would not extend beyond the neutral point using the > cockpit control.? The Nyrod shaft on the trim tab seems to be jammed to > keep the elevator in the full up position.? My right triceps still aches > from holding forward stick so hard for so long.? Troubleshooting is still > ongoing to fix the elevator trim.? Will also need a new nose strut and > maybe a new oil cooler. > My intent with persisting with the climb was to get enough experience with > the controls to calm down the PIO for landing.? Engine oil over heat > preempted that training. > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > > ______________________________**_________________ > Search the KRnet Archives at > http://tugantek.com/**archmailv2-kr/search<http://tugantek.com/archmailv2-kr/search> > . > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see > http://list.krnet.org/mailman/**listinfo/krnet_list.krnet.org<http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org>to > change options > _______________________________________________ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
