KR> Hull, Wing skins for sale

[G R Pickett]

I'd like to know more about the landing gear.  I have wheels and tires.



Griff Pickett

KR> Fish Fry and Fly in Marion Kansas

[Robert7721]

Terry Chizek will be having his annual fish fry/BBQ and fly-in at the airport 
in Marion Kansas (43K) on Saturday 9 August. All are welcome, whether you have 
a KR2, or other aircraft, or want to drive in. Usually starts around 5 pm.


Thanks,


Rob Schmitt
KR2S
N1852Z
Kansas City, MO

KR> "Engine-driven alternator?"

[Jeff Scott]

If your plan is to operate a Mode-S with ES transponder, or a UAT Out along 
with Mode C transponder to comply with the 2020 mandate, along with a low 
wattage Comm radio, I would suggest that your lightest option would be a light 
weight solar charger and either a Lithium Ion or Lithium Polymer battery pack.  
The solar charged LiPo combination gives you a lot of useful time with the 
avionics necessary to fly in your area without a huge weight penalty.  

Caveat: The Lithium Ion and especially the Lithium Polymer batteries can be a 
fire danger if discharged too rapidly (heavy loads like a starter) or in a 
crash scenario if they are punctured.  However, when I was working in the 
UAV/Drone world we used Lithium Polymer batteries exclusively and had some very 
high G impact crashes.  The only damage we ever saw with the Li-Po batteries 
was heat damage from discharging them too rapidly running electric motors on 
the electric UAVs.

While there are now Li-ion and Li-Po batteries available for aircraft, at this 
time I don't recommend them as the primary battery for an aircraft with a 
complete alternator/battery system.  Thermal damage from improper or high 
charge rates is also an issue with these batteries.

-Jeff Scott
Los Alamos, NM


> Sent: Tuesday, July 15, 2014 at 7:36 AM
> From: "Mike via KRnet" 
> To: "'Dan Heath'" , 'KRnet' 
> Subject: Re: KR> "Engine-driven alternator?"
>
> That's what I had with my solar panel system. My A65 had no alternator so I
> had one 9Ahr Yuasa battery online (powering my radio, intercom, gps etc) and
> a back-up 3Ahr one off-line being recharged by the solar panel. This panel
> was a low profile monocrystalline 12vdc 5.2 watt unit that worked on cloudy
> days and even under the sky lights inside the hangar. See
> http://tinyurl.com/aooqfv 
> 
> A small digital voltmeter monitored the condition of the online battery and
> I used a DPDT switch to bring the recharged one online and redirect the
> drained one back to the solar panel.


> 

KR> "Engine-driven alternator?"

[jose.fuentes at gmail.com]

There is a flexible solar panel that can be adhered to the wing and boom fits 
the contours.






Sent from Windows Mail





From: Dene via KRnet
Sent: ?Tuesday?, ?July? ?15?, ?2014 ?9?:?36? ?AM
To: 'Dan Heath', Dene via KRnet





That's what I had with my solar panel system. My A65 had no alternator so I
had one 9Ahr Yuasa battery online (powering my radio, intercom, gps etc) and
a back-up 3Ahr one off-line being recharged by the solar panel. This panel
was a low profile monocrystalline 12vdc 5.2 watt unit that worked on cloudy
days and even under the sky lights inside the hangar. See
http://tinyurl.com/aooqfv 

A small digital voltmeter monitored the condition of the online battery and
I used a DPDT switch to bring the recharged one online and redirect the
drained one back to the solar panel.


-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dan Heath via
KRnet
Sent: 15 July 2014 09:56
To: 'KRnet'
Subject: Re: KR> "Engine-driven alternator?"

May I suggest a back up battery system.  Larry F. and Mark L. and probably
many others have done this.  A battery in good condition will last longer
than you will need to get out of airspace, should you have an electrical
problem.  I never did it, but will definitely build it in to my next
aircraft.




___
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KR> "Engine-driven alternator?"

[Mike]

That's what I had with my solar panel system. My A65 had no alternator so I
had one 9Ahr Yuasa battery online (powering my radio, intercom, gps etc) and
a back-up 3Ahr one off-line being recharged by the solar panel. This panel
was a low profile monocrystalline 12vdc 5.2 watt unit that worked on cloudy
days and even under the sky lights inside the hangar. See
http://tinyurl.com/aooqfv 

A small digital voltmeter monitored the condition of the online battery and
I used a DPDT switch to bring the recharged one online and redirect the
drained one back to the solar panel.


-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dan Heath via
KRnet
Sent: 15 July 2014 09:56
To: 'KRnet'
Subject: Re: KR> "Engine-driven alternator?"

May I suggest a back up battery system.  Larry F. and Mark L. and probably
many others have done this.  A battery in good condition will last longer
than you will need to get out of airspace, should you have an electrical
problem.  I never did it, but will definitely build it in to my next
aircraft.

KR> "Engine-driven alternator?"

[Virgil N.Salisbury]

 Tony B says that a fully charged battery is good for 17 starts for 
Young
 Eagles rides. Recharge at night for the next day, Virg


 On 7/15/2014 4:55 AM, Dan Heath via KRnet wrote:
> May I suggest a back up battery system.  Larry F. and Mark L. and probably
> many others have done this.  A battery in good condition will last longer
> than you will need to get out of airspace, should you have an electrical
> problem.  I never did it, but will definitely build it in to my next
> aircraft.
>
>   
>
>

KR> "Engine-driven alternator?"

[brian.kraut at eamanufacturing.com]

Lithium Iron Phosphate batteries are the way to go with aircraft.  They
have near the capacity to weight and size ratio as Lithim Ion and and
Lithium Polymer, but they are many times safer.  There is a ton of
information on them on the web a Google search away.  The biggest
drawback to most of the Lithium varieties after getting over the safety
factor is that the cells really need to be balance charged correctly. 
EarthX now has batteries that have all of the complicated charging
electronics built in the battery.  I got one for my avionics backup for
the Mustang 2.  I have enough capacity in just 1.3 pounds to fly IFR
until my fuel tank runs dry if I loose my primary battery and
alternator.  EFIS automatically switches with its built in two power
source configuration and I have off/main/backup switches for my nav and
com radios and my EIS engine monitor.  Probably will add the backup
position switch to my transponder at some point also.  

I highly recommend EarthX and many years from now when my PC680 main
starting battery goes I will replace it with a 2-3 pound EarthX.

http://earthxmotorsports.com/



 Original Message 
Subject: Re: KR> "Engine-driven alternator?"
From: Jeff Scott via KRnet 
List-Post: krnet@list.krnet.org
Date: Tue, July 15, 2014 7:52 am
To: krnet 

If your plan is to operate a Mode-S with ES transponder, or a UAT Out
along with Mode C transponder to comply with the 2020 mandate, along
with a low wattage Comm radio, I would suggest that your lightest option
would be a light weight solar charger and either a Lithium Ion or
Lithium Polymer battery pack. The solar charged LiPo combination gives
you a lot of useful time with the avionics necessary to fly in your area
without a huge weight penalty. 

Caveat: The Lithium Ion and especially the Lithium Polymer batteries can
be a fire danger if discharged too rapidly (heavy loads like a starter)
or in a crash scenario if they are punctured. However, when I was
working in the UAV/Drone world we used Lithium Polymer batteries
exclusively and had some very high G impact crashes. The only damage we
ever saw with the Li-Po batteries was heat damage from discharging them
too rapidly running electric motors on the electric UAVs.

While there are now Li-ion and Li-Po batteries available for aircraft,
at this time I don't recommend them as the primary battery for an
aircraft with a complete alternator/battery system. Thermal damage from
improper or high charge rates is also an issue with these batteries.

-Jeff Scott
Los Alamos, NM

KR> "Engine-driven alternator?"

[Mike]

Mike, this worked well for me. Cheap & light.
http://tinyurl.com/oezyqg7 

Mike Mold
Devon, UK

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike T via
KRnet
Sent: 15 July 2014 07:04
To: krnet at list.krnet.org
Subject: KR> "Engine-driven alternator?"

Awhile ago, someone asked whether it would be a good idea to have a small
gasoline engine in a plane and use it to keep the battery charged, instead
of having an alternator on the engine. Many people (including me) said this
was impractical and a regular alternator works fine.

Now I may be changing my mind. Where I live you can hardly go anywhere
without being within 30 miles of the gigantic Class B created by Kennedy,
Newark, and La Guardia airports (they're so close together the airspaces
merge).  My house is even under it, although I'm an hour's drive from any
of them.

So in 6 years, I'm going to need "ADS-B out" if I want to fly anywhere near
where I live, even though it doesn't do me the slightest bit of good --
ADS-B out is basically so the $ planes that fly IFR all the time can
see me on their screens without  bothering to look out the window. Planes
like that won't care about the cost, but I will, because it'll probably be
more than a VW engine.

The only exception  is if your plane was certified without an
"engine-driven alternator."  That was in the regs for all the old planes
without an electrical system, but many homebuilts are that way too
(including Ken Rand's original KR-1).

A wind-generator is allowed by those regs, but that's a lot of drag. So I'm
wondering: when the regs say you can't have an "engine-driven alternator,"
do they mean driven by THE engine or by ANY engine? If it means THE engine,
then you could have a small engine driving a little alternator (like the
one Great Plains sells for their flywheel-drive engines, and still fly
within the Mode C veil. (I'd probably have solar panels on the fuselage
too, so I wouldn't need it all the time).

Does anybody know anything about this?  I can't be the only tightwad facing
this problem.

Mike Taglieri
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KR> Todd ' s Canopies

[Paul Visk]

A few days ago I talked to Todd from Todd ' s Canopies on the phone and asked 
him a few questions about trimming my canopy. He said his daughter just moved 
to St Louis and would be coming though to visit her. He offered to come by my 
house and help me trim mine. Since he was going to be in area of course I said 
yes because I didn't want to mess mine up. So if anyone is getting close to 
putting there canopies on and would like to see how it's done or get some 
advice from the man who makes them. He will be at my house August 4th. Any one 
in the St Louise area then are more than welcome to come over. I don't have a 
time yet but if you interested send me a email or call.?

Paul Visk

Belleville Il

618 406 4705

KR> "Engine-driven alternator?"

[Dan Heath]

May I suggest a back up battery system.  Larry F. and Mark L. and probably
many others have done this.  A battery in good condition will last longer
than you will need to get out of airspace, should you have an electrical
problem.  I never did it, but will definitely build it in to my next
aircraft.



See N64KR at   http://KRBuilder.org - Then click on
the pics 



Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best KR at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Interior at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Paint at 2013 - KR Gathering in Mt. Vernon, Il - MVN 

Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il - MVN 



Best Interior and Panel at 2008 - KR Gathering in Mt. Vernon, Il - MVN





Daniel R. Heath - Lexington, SC





-Original Message-



Awhile ago, someone asked whether it would be a good idea to have a small
gasoline engine in a plane and use it to keep the battery charged, instead
of having an alternator on the engine. Many people (including me) said this
was impractical and a regular alternator works fine.

KR> "Engine-driven alternator?"

[Mike T]

Awhile ago, someone asked whether it would be a good idea to have a small
gasoline engine in a plane and use it to keep the battery charged, instead
of having an alternator on the engine. Many people (including me) said this
was impractical and a regular alternator works fine.

Now I may be changing my mind. Where I live you can hardly go anywhere
without being within 30 miles of the gigantic Class B created by Kennedy,
Newark, and La Guardia airports (they're so close together the airspaces
merge).  My house is even under it, although I'm an hour's drive from any
of them.

So in 6 years, I'm going to need "ADS-B out" if I want to fly anywhere near
where I live, even though it doesn't do me the slightest bit of good --
ADS-B out is basically so the $ planes that fly IFR all the time can
see me on their screens without  bothering to look out the window. Planes
like that won't care about the cost, but I will, because it'll probably be
more than a VW engine.

The only exception  is if your plane was certified without an
"engine-driven alternator."  That was in the regs for all the old planes
without an electrical system, but many homebuilts are that way too
(including Ken Rand's original KR-1).

A wind-generator is allowed by those regs, but that's a lot of drag. So I'm
wondering: when the regs say you can't have an "engine-driven alternator,"
do they mean driven by THE engine or by ANY engine? If it means THE engine,
then you could have a small engine driving a little alternator (like the
one Great Plains sells for their flywheel-drive engines, and still fly
within the Mode C veil. (I'd probably have solar panels on the fuselage
too, so I wouldn't need it all the time).

Does anybody know anything about this?  I can't be the only tightwad facing
this problem.

Mike Taglieri