KR> Actual KR1 empty weights?
Chris, I?ve never heard or remember anyone actually building one from his plans that ended up weighing 310 lbs or less. Ed J. Yeah, I figured that was optimistic. Aviation is that way. Fighter planes advertised with astounding climb rates and top speed, but not with armament or external tanks comes to mind. I am sure the idea is to "build per plans, and as light as possible" but hopefully some replies will describe the weight less engine, that will be interesting if available. It would also be good to know the all-up weight of the various VW versions from 1200 through 2300.
KR> taxi testing
And you still get to teach yourself how to fly your plane when your test pilot is finished with his initial tests. ? And you will learn more about flying your plane safely from high speed taxi testing than from everything your test pilot told you.? And yes, flight training in a similar aircraft will be very beneficial, ?I recommend it. ?As will currency.? Be safe. Joe Sent from my Verizon Wireless 4G LTE smartphone Original message From: Mark Langford via KRnet Date:02/03/2015 9:45 PM (GMT-06:00) To: peter ,KRnet Subject: Re: KR> taxi testing "Peter" wrote: >>Do your high-speed taxi training after your plane has flown with a "genius" pilot.<< Troy Petteway did my first flight for me. I'm honored and lucky that he did it for me...that's quite a risk for anybody to take for a friend. And it makes a lot of sense to ask an expert pilot to test fly your plane...he will be more likely to "land straight ahead" or whatever it takes to save his bacon, rather than be so concerned about your airplane. The downside is if the elevator comes loose or the aileron cables come off a pulley, and he's screwed. You may kill him, and if that's not bad enough, his wife is about to sue you for everything you own. Even if he signs something, I believe you are still responsible if "negligence" can be proven, which I wouldn't think would be too difficult considering you were "crazy" enough to build an Experimental plane. I'm talking out off both sides of my mouth now, but now realize what a huge favor I was asking Troy to risk his life to potentially save mine. in 20/20 hindsight, I wouldn't do it again for several reasons. I'd rather take the risk myself, than ask somebody else to do it for me... Mark Langford ML at N56ML.com http://www.n56ml.com ___ 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
KR> taxi testing
I've enjoyed the debate about how to handle the first flight... that unexpected shock at the end of the building process. I will suggest what worked for me two years ago when I had to test fly a homebuilt that was entirely untested by it's builder (not me!). I did a careful annual, several days of high-speed taxi testing, thought about how odd the whole experience seemed...visually, control response, limited feedback from control position... ,and I realized this was a risk I could reduce by asking a GREAT, vs. a good, pilot to do the first flight and then brief me on what to expect and what to do when. I have no regrets that I can't boast of doing the first flight. No one cares! No one. Take care of your project, your family, and sport aviation by getting the best qualified pilot to do your experimental first flight. I did, and I am proud of my choice. Do your high-speed taxi training after your plane has flown with a "genius" pilot. Peter
KR> taxi testing
"Peter" wrote: >>Do your high-speed taxi training after your plane has flown with a "genius" pilot.<< Troy Petteway did my first flight for me. I'm honored and lucky that he did it for me...that's quite a risk for anybody to take for a friend. And it makes a lot of sense to ask an expert pilot to test fly your plane...he will be more likely to "land straight ahead" or whatever it takes to save his bacon, rather than be so concerned about your airplane. The downside is if the elevator comes loose or the aileron cables come off a pulley, and he's screwed. You may kill him, and if that's not bad enough, his wife is about to sue you for everything you own. Even if he signs something, I believe you are still responsible if "negligence" can be proven, which I wouldn't think would be too difficult considering you were "crazy" enough to build an Experimental plane. I'm talking out off both sides of my mouth now, but now realize what a huge favor I was asking Troy to risk his life to potentially save mine. in 20/20 hindsight, I wouldn't do it again for several reasons. I'd rather take the risk myself, than ask somebody else to do it for me... Mark Langford ML at N56ML.com http://www.n56ml.com
KR> taxi testing
Taxi testing is a part of flight testing.? In an aircraft that has never been flown and the characteristics are unproven, flight without control verification is unwise.? See:? ?FAA Regulations and Policies ?Amateur built Aircraft Title 14 code of federal regulations Section 90-89 Chapter 2 Taxi Tests Section 2 High Speed Taxi Excerpt;? 1. OBJECTIVE. To determine the aircraft?s high speed handling and braking parameters. a. Propeller rotation will determine which rud- der pedal is pressed to compensate for the asymmet- rical thrust of the propeller blades.? c. Each taxi run should be 5 mph faster than the last run until the aircraft is within 80 percent of the predicted stall speed. Prior to reaching the predicted stall speed, the pilot should test aileron effectiveness by attempting to rock the wings slightly. As taxi speeds increase, the rudder becomes more responsive and directional control will improve It goes on but you get the idea.? Joe Nunley Former Commercial Test Pilot Sent from my Verizon Wireless 4G LTE smartphone Original message From: Phillip Matheson via KRnet Date:02/03/2015 2:26 PM (GMT-06:00) To: Alex Pearson ,KRnet Subject: Re: KR> taxi testing How a bout a reality check her. Go and get lessons with an instructor before you kill yourself or wreak years of hard work. Phil Matheson -Original Message- From: Alex Pearson via KRnet Sent: Wednesday, February 04, 2015 7:12 AM To: laser147 at juno.com ; KRnet Subject: Re: KR> taxi testing ___ 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
KR> new member [i hope]
I say "i hope " because i am an eighty year old troglodyte and joining and understanding how this all works is to me, akin to flying a Lockheed Constellation solo. When i hear cut and paste i reach for the scissors and Elmers, and when default is mentioned i call the mortgage company. I'm joining to help determine if i should take on an unfinished KR2S project. I tried unsuccessfully to use/find in the archives answers that must surely be there but escape my primitive computer abilities. Please be kind to dumb animals. 1.Can a tri-gear be converted to a tailwheel and not require radical unrealistic surgery. 2.Is there a way to do all the fiberglass work in an unregulated climate/ environment. 3.Is there a safe way to do all the fiberglass work without wearing any kind of health and safety protection and having only minimum ventilation available. 4.Are there plans of recent vintage available that have required safety/structural revisions incorporated into them. 5.Is there an approved?authorized?official?acknowledged? entity to ask technical or other building questions of besides group members at large. 6.Is there a primary source/sources for model specific bits and pieces that cannot be found at common A/C supply houses such as engine mounts,gear legs,cowlings, possible pre-fabbed assemblies,fuel tank.etc. Thanks very much. Lee : maishathelion at gmail.com [707]463-0467 9AM-10pm pacific
KR> taxi testing
Mire Stirewalt wrote: >> My opinion remains that it's about the dumbest thing one can do in a KR, or any airplane. << How do we learn things? Practice! Quite often I'll fly up to nearby airport with no traffic and a 6000' runway and do 10-12 touch and goes just to hone my landings. These include tail all the way down and then full throttle to go through the regime you dread so much TWICE with every touch and go. You could argue that I should minimize my risk and simply fly around the area for an hour and then just land once...or better yet, don't fly at all! That's a lot safer. Learning the behavior of your plane in the critical phase between flight and landing is probably THE most important aspect of flying a taildragger. Why not take a cram course and really learn it in a couple of afternoons with calm winds and no other distractions than learning the nuances of how the plane reacts? I went out early on calm days before anybody else was flying and do one down 36, do a U-turn, and then do another one down 18, calling it in the the radio the whole time. Another thing you quickly notice is how quickly the tail is up and rotation speed is achieved. This is a good data point for how much runway you're going to need. You can test the way it handles with and without flaps, for example. And you quickly learn where the stick should be, and how to gently let the tail down after pulling power and slowly giving it full forward stick. If you leave the ground without this kind of experience you might do something really stupid...like try to take off with the stick full aft or something! Taxi testing is a great opportunity to master the most critical part of landing, so on your first flight you can concentrate on the NEXT most important part of landing a KR...getting the speed right to make (or simulate) the first landing. You'll already have a really good feel for the transition phase, so you are dividing up the learning effort, and the stress of that first landing. If my plane were super squirrelly, I'd want to identify that early and FIX it before my first flight. The gear may not be aligned properly, for example. My taxi testing wasn't a testimony to my skill...I had 18 hours in a Champ, which is nothing like a KR. My KR2S handles wonderfully on the ground. Troy Petteway says KRs are the best handling taildraggers he knows of, and mine is the best handling KR he's ever flown. If it were a real handful, I'd want to know that before my first landing, and would certainly try to fix it before I tried to land it under the duress of something like an engine-out on takeoff on my very first landing. How much do we want to stack the odds against ourselves on the first flight? Why not master the transition and get past one of the biggest hurdles before that big flight? Obviously, I'm convinced that taxi testing is a no-brainer. Just don't START your learning on a windy, gusty day with the stick full aft, and you'll likely be fine... Mark Langford ML at N56ML.com http://www.n56ml.com
KR> taxi testing
I did 9 hours of taxiing before flying my KR-1 for the first time. I learned a lot about directional control while fast taxiing. Wear light footwear - not hiking shoes. Use very smooth and slow throttle (and rudder) adjustments. For my first flight, I did the same thing as I did when fast taxiing. In calm wind conditions, I eased the throttle in - just enough to get the tail up - then when everything felt stable, I gave it a tad bit more throttle and very slight back pressure on the stick and off we went. I added full throttle just after leaving the ground. My first landing was my best. On final, I held 15-1800 rpm all the way to the numbers, then gradually came back on the throttle for a nice touchdown. Ed J. -Original Message- From: bjoenunley via KRnet High speed taxi is the very important step of learning to fly your plane before you actually fly your plane Joe Nunley
KR> taxi testing
Yep. The other is to make throttle changes gradual so that prop torque does not catch you by surprise on the rudder and send you into a wheelbarrow. John Martindale 29 Jane Circuit Toormina NSW 2452 Australia ph:61 2 6658 4767 m:0403 432179 email:john_martindale at bigpond.com web site: http://john-martindale-kr2.zxq.net -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford via KRnet Sent: Tuesday, 3 February 2015 9:15 AM To: KRnet Subject: KR> taxi testing Mike Stirewalt wrote: > I don't have enough words to describe just how stupid it is to > run an aircraft, especially a taildragger, down a runway a high speed > unless one is landing or taking off. I think the stupid part was the full-aft stick and the gusty crosswinds during a high speed taxi in a plane known to be very sensitive to control inputs.snip - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.5645 / Virus Database: 4273/9047 - Release Date: 02/02/15
KR> taxi testing
High speed taxi is the very important step of learning to fly your plane before you actually fly your plane? Joe Nunley Baker Florida Sent from my Verizon Wireless 4G LTE smartphone Original message From: Mike Stirewalt via KRnet Date:02/03/2015 3:20 PM (GMT-06:00) To: krnet at list.krnet.org Subject: KR> taxi testing Thinking of my last posting on this issue I'm sounding to myself like a grumpy old know-it-all making blanket proclamations. Sorry for being so dogmatic. Clearly there is a case to be made, especially with newly-built or newly modified airplanes, to take it down the runway to make sure the landing gear is tracking correctly, that the brakes (if it has them) work and nothing falls off the plane before one commits to actually taking off. To get used to the sight picture and the sounds. I would think this might take two or three (at most) trips down the runway if it is a nice long one and the wind is utterly calm. Even with very light breeze I've had a wing pick up unexpectedly while rolling out relatively slowly on landing so - especially with a taildragger - playing around with high speed taxiing is quite risky for anyone unfamiliar with their plane. Unless it's a Terrafugia or one of the other hybrids hitting the market, planes are notoriously uncomfortable on the ground. They aren't designed for being on the ground except as a reluctant necessity. They'll sometimes flip over just while parked, much less while going down a runway in that never-never land between taxiing and flying.Light airplanes with low wing loadings will take to the sky at the slightest opportunity because they think that's what you want them to do and it's what they were designed to do. Taking a plane, especially a taildragger, into the halfway world of not really taxiing/not really flying takes a lot of skill - a lot more skill than to just take off and land. To have gone there and come back safely 75 times says a lot for your skills Mark. 75 times seems a little much, but you obviously know what you're doing. A lot of planes have come to grief exploring that halfway world and, except for the rational objectives I mentioned earlier there's no reason I can think of to fool around on the ground. I'll leave it there and try and stop sounding like Rush Limbaugh but would advise anyone doing this exercise to use a really really long runway, absolutely no wind and no distractions (such as you'd find at a towered airport, traffic or not). Mike KSEE Man, 63, Avoids Wrinkles 63 Yr Old Man Shares Simple DIY Skin Tightening Method He Uses At Home http://thirdpartyoffers.juno.com/TGL3141/54d13bd7509f33bd713f9st03vuc ___ 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
KR> taxi testing
Thinking of my last posting on this issue I'm sounding to myself like a grumpy old know-it-all making blanket proclamations. Sorry for being so dogmatic. Clearly there is a case to be made, especially with newly-built or newly modified airplanes, to take it down the runway to make sure the landing gear is tracking correctly, that the brakes (if it has them) work and nothing falls off the plane before one commits to actually taking off. To get used to the sight picture and the sounds. I would think this might take two or three (at most) trips down the runway if it is a nice long one and the wind is utterly calm. Even with very light breeze I've had a wing pick up unexpectedly while rolling out relatively slowly on landing so - especially with a taildragger - playing around with high speed taxiing is quite risky for anyone unfamiliar with their plane. Unless it's a Terrafugia or one of the other hybrids hitting the market, planes are notoriously uncomfortable on the ground. They aren't designed for being on the ground except as a reluctant necessity. They'll sometimes flip over just while parked, much less while going down a runway in that never-never land between taxiing and flying.Light airplanes with low wing loadings will take to the sky at the slightest opportunity because they think that's what you want them to do and it's what they were designed to do. Taking a plane, especially a taildragger, into the halfway world of not really taxiing/not really flying takes a lot of skill - a lot more skill than to just take off and land. To have gone there and come back safely 75 times says a lot for your skills Mark. 75 times seems a little much, but you obviously know what you're doing. A lot of planes have come to grief exploring that halfway world and, except for the rational objectives I mentioned earlier there's no reason I can think of to fool around on the ground. I'll leave it there and try and stop sounding like Rush Limbaugh but would advise anyone doing this exercise to use a really really long runway, absolutely no wind and no distractions (such as you'd find at a towered airport, traffic or not). Mike KSEE Man, 63, Avoids Wrinkles 63 Yr Old Man Shares Simple DIY Skin Tightening Method He Uses At Home http://thirdpartyoffers.juno.com/TGL3141/54d13bd7509f33bd713f9st03vuc
KR> aerolnjector
On 2/3/2015 7:26 AM, Lawrence Bell via KRnet wrote: > Robert, > I don't know if an Aerocarb works on an 0-200, but I have one for a VW > and after seeing a Revmaster carb at the KR gathering I wish I had gone > with them. You can probably call them and they should know if it would > work, seemed like nice people. > Larry Bell > > On Mon, Feb 2, 2015 at 4:11 PM, Robert Pesak via KRnet list.krnet.org >> wrote: >> Hi everyone, >> Has anyone out there ever used any one of the aerocarb products on a >> 0-200? I don't know long this Aerolnjector carberator system has been out. >> If there is please let me know. I 'm thinking about contacting the company >> but didn't know if I was wasting my time. >> >> http://s449.photobucket.com/user/rkpsk1/library/ >> ___ >> 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 >> > ___ > 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 > > You are correct in your assumption about revmaster vs aerocarb! I spent many hours with the aerocarb on my 1835/kr1 trying in vain to tune it! Me and my A mechanic friend finally gave up and switched to the rev-flo and it worked much better, but still not statisfactory with uneven fuel distribution. Finally taking a clue from Mark Langford and installed a homemade device in the intake manifold to help atomise the fuel to the cyclinders. If both manufacturers were honest, they would simply call then what they are...Dribbler Carbs IMHOP
KR> taxi testing
Mark said, > "FYI, for those who have yet to fly a taildragger, . . ." I would add, buy a copy of Langsewiche's book Stick and Rudder and read the Chapter on "Landing". Several times. Some people obviously get away with running their planes down the runway at high speed and safely stopping before running off the end or off the side or catching a gust and losing it completely as happened with Steve's plane. My opinion remains that it's about the dumbest thing one can do in a KR, or any airplane. Mike KSEE How Old Men Tighten Skin 63 Year Old Man Shares DIY Skin Tightening Method You Can Do From Home http://thirdpartyoffers.juno.com/TGL3141/54d128cc8b00e28cc1521st04vuc
KR> Actual KR1 empty weights?
Hi All, OK, I'm on the empty weight part of the pre-planning. I searched the newsletter archive for "empty weight" and found the lightest were just over 400lbs. BUT, one KR2 (!) claimed an empty weight of 410lbs, with a turbo charger and full electric system. I even wonder if anyone even achieved Ken Rand's claimed 310lb empty weight? (And is dynel lighter than the fiberglass which replaced it) I feel this is a priority issue because my experience with my Avid, and others has shown that the light ones fly really well with incredible climb rates and short takeoffs. -Chris
KR> VW Crankshafts now stronger for heavier props?
GOAL: A three blade ground-adjustable for my VW KR1 build In my prop thread, someone mentioned crank strength and breakage using anything but a light wooden prop. My understanding is that these newer VW's (revmaster, AeroVee, GP) have gone to much stronger, custom forged crankshafts, and add crankshaft length and a thrust bearing to the snout (prop) end of the crank. QUESTION: Are there still issues with crank breakage using heavier adjustable props on these new, stronger cranks? -Chris P
