KR> test new list

[Adam Tippin]

Yep
On Feb 24, 2013 4:07 PM, "Larry Flesner" 
wrote:

>
>
> checking to see if I'm hooked up.
>
>
> __**_
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KR> Pre-Flight Preparations

[smwood]

So far have 2.8 hours on the Hobbs for ground runs.
Fixed the alternator: loose spade lug on the regulator field spade; squeezed 
the lug just a little tighter and re-installed.
Fixed the connector on #4 spark plug wire:  Poor crimp from the factory did not 
grip the outer insulation at the spark plug end.  The wire fell off while the 
connector held onto the plug terminal.  Re-worked the crimp connection.  The 
wire was a little long anyway.
Calibrated the Grand Rapids Technologies EIS for tach RPM.  The GRT 4000 was 
set on the factory default setting of "0".  That means the GRT was using a 
scale of 1.5 pulses per revolution instead of 2 pulses per rev.  My tach 
checker and the EIS read within 10 RPM at all engine speeds now.  The 
alternator now charges the battery above about 1600 RPM.  
The reason I could not tell the difference between 3-cylinder and 4-cylinder 
operation is: The 2180 VW was running on 3 cylinders from the first start up on 
my airplane.  Now I know what a smooth running engine I really have.  
Full throttle static RPM facing a 5-knot breeze is 3080 with a 52 x 52 prop and 
no cowl.  Maybe that static number will go up a little with the cowl installed.
Rudder-only steering starts to become effective at about 10 knots.  Definitely 
need lots of left rudder when moving at full throttle.  At 40 knots this 
machine is just about ready to put air under the mains.  Wonder how ready the 
pilot is?

Getting closer.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA

KR> KR2 Project

[Margi Armstrong]

Just making sure no one in the group is interested in my project
14 inch longer KR2  Boat ,tail feathers,turtle back, front cowl
Wing attach fittings , Canopr and frame,Dans wing skins untouched in the
crate.
Asking 3200.
margiandrick at gmail.com

thanks
Rick Armstrong
PH  513-258-1730  Lv  Message

KR> brake cylinder manufacturer?

[Dan Branstrom]

Oscar is right.  Be careful about what you put in your brake systems.  
Locally, we're lucky to have a local supplier of hydraulic fittings who 
is also a pilot.  He is very careful about what he sells, and is very 
knowledgeable.  His O rings meet aviation specs for brakes.

Many pilots go to him and buy O rings, and there's never been a 
problem.  The price is 1/4 or less than ACS, and it's quicker.
On 2/24/2013 11:30 AM, Oscar Zuniga wrote:
> By the way, Mark, by using the wrong parts on the brakes on my Piet, I found 
> that some O-ring materials aren't happy with brake fluid.

KR> brake cylinder manufacturer, Enginetics brake

[Mark Langford]

Rick Human wrote:

>I am using a set of these - they came with my Rosenhaus wheels. One did 
>leak
> on me and I got replacements out of the local A's Parker O-Ring
> assortment.

I took mine off and measured them last night, and they are the very common 
1/2" x 3/8" .070" diameter o-rings (although they are called 1/16"...go 
figure).  It turns out I have a dozen of them here already, and they're 
going back together today.  Right now the cylinders are soaking in kerosene, 
which does a great job of dissolving petrified hydraulic fluid.

In other brake news, the "cup seals" on my Enginetics brake calipers are 
also a common standard seal, and I have four of them on the way now.  MCP 
Brake still makes (or at least sells) brake pads for these, as well as "all 
parts except the housings".  The housings are pretty durable 
though...there's nothing much to wear out, and the ones on N891JF still look 
like new.  They are dirt simple, with essentially two moving parts.  John 
Shaffer used to sell these and still has them on his plane, and says they 
will lock his brake to the point that the engine skids the tires on full 
power runup.  That'll be a huge improvement in the way they were before. 
One pad was broken in three pieces and soaked with hydraulic fluid, and the 
other side had air in it, so there has to be room for improvement!  I have 
pictures of all this stuff, and will work up a web page later, but for now, 
see enclosed photo of the disk/caliper parts that make up the assembly.

One other point I'd like to make is that when changing tires, these Asuza 
wheel halves are about ten times easier to separate than the Clevelands on 
N56ML!  Might as well put new tires, tube, and bearings in while I have all 
of this stuff off the plane.  Now that I have the plane here and have no 
real schedule, I can't stop myself from "renewing" as much as I can do 
before it flies again.  When the plane is sitting at the airport ready to 
fly, it's difficult to force myself to bring it down for a few weeks to do 
something like overhaul the brakes, but it's an easy decision when there's 
so much other stuff apart that flying it is months out.

I'm coming to realize that I derive a lot of satisfaction from making old 
worn out stuff like new again.  I highly recommend it...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com
 
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