KR> Delrin versus Nylon
Chris Johnston wrote: > Can you tell us some more about this material, what type of > plastic, density, where do you get it and what cost compared to other > plastics. Search for delrin and it'll appear. Also called acetal. If I remember right it's made from nylon and acrylic. I get mine from onlinemetals.com. It may be able to be glued, but don't bet on it for anything remotely structural. It's designed specifically to be chemical resistant, which makes it nearly impossible to bond to anything. Fortunately it holds threads nicely. There are rumors of glass and carbon reinforced delrin, but I've never come across any of it. I'm guessing it would be pretty nice for bigger bearing blocks. I'd bet it's the best choice for pushrod supports, control stick bearing blocks, and similar. It sucks for vibration damping, though. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Delrin versus Nylon
Serge VIDAL wrote: > I just machined my first Delrin part, and I can tell you Delrin is an > absolute pleasure to work with, especially compared with plain Nylon! > It does not melt easily, and can be sanded very easily, up to a > glaze. Another nice thing is it can be found in black, which looks > better than the yellowish Nylon. If you have to make Nylon blocks, > like rudder pedal mounts, for instance, you should consider Delrin > instead. It has the same mechanical properties. > > I think I will find many applications for this thing, because I simply > love it! The only problem I've had with delrin is that it shrinks from tooling and slowly expands over a couple of days, trashing tolerances (though I was dealing with +/- .0005"). What I do is get it to within .001" or so and let it sit overnight, then freeze it and do the finish cuts. At one point I had a few small pieces of some kind of nylon-like plastic that was stuffed full of graphite. It looked like black delrin but made the best low speed bushings I've ever seen. Can't seem to find any more of it, though. UHMW does a decent job, too, but it doesn't machine as clean as delrin or nylon. The price is better, though, and it's lighter than delrin. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Fw: KR parking Oshkosh '06
D F Lively wrote: > James, Mark & others: > > Yes, money talks! I was told that Cessno is going to to unveil > their new "Sport Plane" there!! Can anyone confirm that? I've heard that from more than one place now. Haven't seen anything official, though. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Had to cancel C-175 purchase, lesson learned.
D F Lively wrote: > > Sounds to me like some one looking for a sucker. Especially with that engine (GO-320?). From what I learned while airplane shopping last year that particular chunk of aluminum is priced like gold plated platinum. We decided to stick to 150s and 172s, but wouldn't have turned down a nice 140 or 170. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Top 10 reasons
Myron (Dan) Freeman wrote: > Top 10 reasons why you should be flying a flight simulator program. #1 reason you shouldn't: Virtual $100 hamburgers aren't very filling ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> headset adaptor
airgu...@comcast.net wrote: > Does anyone know where to get a headset adaptor for an ICOM IC A-20 > transceiver? I see them for sale for the newer radios but don't know > if they fit the older units. Has anyone gone to the extent of putting > in an intercom to help interface the handheld to the headset? > > Getting closer and closer. I suspect this is what you need: http://home.swbell.net/lt1_z28/icom_adapter.pdf I figure that if I can't build this, I shouldn't build an airplane ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> headset adaptor
Steve Bray wrote: > I can't make that address work. >> >> http://home.swbell.net/lt1_z28/icom_adapter.pdf That's odd, it's working for me. If anyone needs it and can't get it online, email me and I'll attach it. Basically it's a PDF Icom sent me when I asked for the pinout of their headset adapter. It's a straight through cable, no electronics at all, and the only hard part to get is the .206 jack for the headset side (which isn't that hard to get). Headset side 1/4" mono jack Tip is speaker Shell is shield #2 .206 stereo jack Tip is PTT Ring is Mic Shell is shield #1 3.5mm mono jack (for PTT) Tip goes to the .206 jack's tip Shell goes to .206 jack's shell Radio side 1/8" Mono plug Tip is speaker Shell is shield #2 Stereo plug (size not listed, but smaller than 1/8" and I don't have one sitting around to check it) Tip is PTT Ring is Mic Shell is shield #2 PTT shorts mic plug/jack tip to shield My plan is to build a cable with plugs on both ends so one end goes into the radio, the other into the copilot headset jacks, mic to speaker and speaker to mic. That should work until I get an audio panel and wire it through there. I need to get a 2nd comm ant. installed on the wing with a cable under the panel. This radio is no fun to tune in the air, have to hold a button and scroll through every channel to get to what you want, unless it's in memory, but it's better than no 2nd radio at all. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Re: Another Epoxy & Hardener Technical Question
Donald Reid wrote: > > The chemical reaction is different for polyester based products. The > catalyst (methyl ethyl ketone) causes the resin to form a series of > long chemical chains. More catalyst makes the reaction happen faster. MEKP, methyl ethyl ketone peroxide, is the catalyst for polyester. MEK is a solvent known to cause death in lab rats in California ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Re: Another Epoxy & Hardener Technical Question
D F Lively wrote: > > At what level of exposure? Just take common sense precations RE: > ventilation and skin contact. As Home builder of a KR I doubt > strongly if you would get enough to be a problem if you are > reasonably prudent. > > What about the danger to rats from places other than Calif. > > I know something of the extreme way they do things out there from 20 > plus years in plant engining exp. in CA. > > A lot of over-blown BS to wade through! That's why I included the california part. Oxygen is known to cause death in lab rats in california ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> removing the foam after glassing as wing.
nght...@bellsouth.net wrote: > To put the engineering in perspective, the foam controls two very > specific and important structural concerns - first, the pure moment > of inertia of the structure; the larger the moment of inertia, the > easier it becomes to make a structure stiff for the amount of > material needed- here in lies the secret to building superior > composite structures. Second, the foam nearly eliminates the > composite lamina critical local buckling stress (the critical local > buckling stress is primarily in reference to the side of > fiberglass/carbon/kevlar that is in compression, which in most cases, > is a composite structure's failure mode). To complete Steve's > reasoning (below), a cored composite maintains its structural > integrity so long as the skins *stay* apart. Back to this, now that I'm home from getting the an annual on the 150 (622 nm at 80 knots is no fun). What type of forces are on the core material? I'm thinking it's mainly compression with shear increasing as the core gets thicker. If someone had more money than they knew what to do with, how about using nomex honeycomb for a core? It's not as easy to work with since you really need to use prepreg skins and autoclave them, but there are a couple of ways to do it with normal materials. I'm planning on filling the open areas in the fuselage with EPS foam and glassing it inside and out, then hotwiring the wings in 3 sections (leading edge to the spar, then upper and lower spar to trailing edge sections), glassing the outside surfaces, hollowing out the cores so there's .5" of foam, and glassing the inside. Then I'll cut inch or so thick slices from the chunks I cut out when hollowing, glass both sides, and bond those into the LE every foot or so. Same thing between the spars. Haven't decided whether or not to hollow out the ailerons yet, right now I'm leaning towards just making them solid foam with precured carbon at the trailing edge to keep them straight and a continuous layer of glass wrapped and bagged. Note that when I say "glass" I really mean kevlar with a thin outer skin of glass to keep sandpaper away from the yellow stuff. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Aileron travel
Myron (Dan) Freeman wrote: > Another thing I just re-called is models generally don't have > deferential ailerons. It's 20 degrees up and down not 20-10, but > thanks for the discussion. Every model I've ever built with ailerons has had differential. In some cases it's been no down travel at all, usually on sailplanes. My transmitter handles all that electronically if I have a servo on each aileron. On 4 servo wings (a servo on each aileron and flap) I set it up so there's no up on the flaps and no down on the ailerons when set to flapperon mode. Huge amounts of adverse yaw in that configuration, so I mix rudder into the aileron stick. Since I'm putting spoilers on my KR I'm debating whether or not to give them any differential for spoilerons. With full span ailerons I somehow doubt I'll need it, though. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> This is a good thing...
bo...@hatconversions.com wrote: > Steve, > We use a router table to cut and also engrave aluminum for these > custom Vet trucks. It will amaze you all the things you can use it > for if you buy a sign engraving program.Bobby That's another thing I want to do with it. Vinyl stickers, too, but that will take some experimentation to work out how to cut it. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> This is a good thing...
D F Lively wrote: > Steve: > > If you have access to a plotter and replace a pen with a carefully > set up cutter( some plotters have them redy made) you can cut > stickers, paint mask and the like. That is how they make the > painting Mask for the big boys! I went thru Douglas aircraft in long > Beach while in school and watched them make one fore a DC-10. Don't have access to one, but I figure a router is just a plotter with a Z axis ;) My next project will be a plotter, though. I want to be able to print full size prints and the design I have in mind would be able to print 48" wide by as long as the roll of paper. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> removing the foam after glassing as wing.
Harold Woods wrote: > Hi Netters. > The answer to the subject of this question becomes readily available > if the person involved will do the following experiment: > Take a piece of the blue styrofoam that is used for home insulation. > Cut it 1 foot wide, 1 foot long and use the type that is 1 inch > thick. Cover it with fibreglass cloth as you would your wing. Epoxy > the glass to the foam. After curing, place one end on the edge of one > chair and the other end on the edge of another chair. Sit in the > middle! It should take it. Now pour gasoline onto the blue foam to > dissolve it. Now it is gone. Repeat the experiment but this time > press down in the middle with your finger. You now have the answer to > your problem. The foam may be light , it may be frail but it servers > a very important purpose. In other words, a cored composite structure's strength increases as the glass gets farther apart. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> This is a good thing...
For the past year or so we've been house shopping since what we have now is just barely adequate for housing the family. Garage is wall to wall stuff thanks to my office being built into it, so little room for a huge table. This morning we made an offer on a place with, among other things, a 3 car garage and a huge office. So if things work out right I'll actually get to start building in the fall. The 3rd bay is an addition to the original garage, with finished walls and benches on both sides, so it'll be a perfect spot for my new toy, a 60 x 24 CNC router :) Airfoil templates are going to be a piece of cake and insanely accurate. Off to bed with me now. Have to get up and fly halfway across Texas for an annual in the morning. The things we do to save $900... ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Ethanol
Beverly & Colin Rainey wrote: > > Personally, everything I read leads me to draw the conclusion that the > engine of the future in GA aviation will be run on JET A, kerosene. > They already have several diesels that run successfully on it, and it > is just a matter of time before they eclipse the gas engine with > popularity. The slower burning and power making diesel also work > wells with props. A light weight version would be perfect for the > KR2, Zenair, Vision crowds. If there was a suitable diesel out there it would be going into my KR1. Mags can't crap out if they aren't installed on the engine. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Coyotes
Brian Kraut wrote: > > When you airport ATIS list hawks and Coyotes on their broadcast, you > might be a REDNECK. Coyotes move out of the way most of the time, > try stopping a tumbleweed!! Hogs, here. Last time the unicom operator mentioned them I hit the PTT and said, "someone fire up the pit, I'll be right there." Apparently they called the SWAT team out to take care of them which resulted in a few thousand spent rounds and a couple of dead hogs. Wrong tool for the job. Should have called me. I'd bring my Savage 12FV and load up some "special" hog removers ;) If you've ever landed in someone's front lawn, on purpose, you might be a redneck ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Taxi into Position and Hold
Mark Jones wrote: > FYI: > > Starting tomorrow (April 20), the FAA has eliminated the "Taxi Into > Position and Hold" instruction from Air Traffic Control. Aircraft > will no longer be directed onto the approach end of the departing > runway and be held there until cleared for takeoff. Aircraft will be > cleared for takeoff from the hold short line prior to entrance onto > the runway. This is being implemented due to increased operational > errors and deviations with the "Taxi Into Position and Hold" > instruction across the country. About time IMHO. Every time I've been told to position and hold I've refused. It's annoyed some controllers, but they'll just have to get over it. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> KR on eBay
Bob Glidden wrote: > > Man has the price of spruce went up that much According to the homebuilders I've been hanging out with, the availability has gone down and the demand has gone up, with the natural consequences. This explains why I'm going to be using douglas fir in place of spruce for most of the airframe. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> KR on eBay
D F Lively wrote: > > Where can 1/4 sawn Douglas Or Hem-fir be had? There are quite a few lumber yards around me that can get special stuff if asked in the right size of bills. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Paint Run
Mark Jones wrote: > I have a question for you paint experts. I have a run on my vertical > stabilizer. At first I did not worry about it but it is beginning to > bother me that it is there since it is the only one on my plane. What > is the proper procedure to remove a run? I mask around the run with 3-4 layers of masking tape, wet sand it flat, touch up the paint if needed (sometime there are pinholes in the run), and buff. There's also a gizmo that body shops use that shaves down the run, but I have no clue what it's called or where to get one. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Carbon Fibre
Ron Smith wrote: > > Much has been written regarding the use of Kevlar and its' > difficulty to work with. However Kevlar's strength is not much lower > than CF > while it has excellent properties such as vibration reduction, > superior > strength, lower weight (than traditional e-glass) and excellent damage > resistance. Kevlar is easy to cut as long as you use the right tools. Ceramic shears aren't cheap, but they work. Just don't try to sand it. It won't happen. Just turns into yellow fuzz that's next to impossible to get rid of. I just put a layer of glass over it, bag it with peel ply, and leave it alone until it's primed. If you're careful with the layup it'll be flat enough that high build primer will take care of any problems with the surface. -- Steve 33...@swbell.net He who seeks will find, and he who knocks will be let in.
KR> water in the fuel?
Brian Kraut wrote: > > I was enjoying the scenery and noticed that things were moving a > little slower than in my Stang. Wait a minute, they are moving a lot > slower. A few minutes more and it seems like I have not gone > anywhere. I looked at the strut along a parallel road to make sure > that I was really going somewhere and noticed that the cars were > going faster than me and it was only a 45 MPH road. Hmmm, there was > about a 12 Knot wind when I took off ten minutes ago, can't be that > much of a headwind. I started having visions of my wife yelling at > me on our first trip somewhere when it takes longer than we could > have drove. Anyway, I got back and checked the weather and they were > reporting a 52 Knot direct head wind at 3,000'. I have never seen > anything like that before. Been there before. A couple of weeks ago I was heading from DWH to BYY in my 150 and things just weren't moving right. GPS said TTT was 1 and a few minutes and I had already been in the air for half an hour. It's usually right around an hour ramp to ramp. Checked the airspeed vs groundspeed and discovered I was going somewhere around 10 MPH. Checked the wind computer and it figured out there was about a 55 MPH wind at 2500, so I diverted to SGR, got fuel, and headed to GLS and back home. Flew downwind at 160 MPH groundspeed. If it wasn't the middle of the night I would have dropped 40 flaps and flew backwards for a while ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> water in the fuel?
Dan Heath wrote: > Can anyone advise as to what this post has to do with "water in the > fuel"? Apparently it's proof that none of us had any water in the fuel at the time. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> WATER IN FUEL
Larry H. wrote: > > I remember some of the older planes, might have been 60s model Cessna > 150s that had gascolators you could drain with a handle in the > cockpit. It was a mechanism that was spring loaded and then had a > flex line going into the cabin. I don't remember for sure but I think > they were mounted underneath the instrument panel on the side wall. I > have also seen some that have a knob you can reach inside of the oil > check access door. Every Cessna I've ever flown, including my 75 150, has a handle next to the dipstick. Works great. I've never found water there, but regularly get at least a couple of drops out of the wings after it's rained. I expect to get quite a bit out tomorrow since it was just plain nasty last week. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> inch
Quique Alvarez wrote: > I *HATE* the inch, feet... > > I am study the plans of the kr2-s. > > When do the Americans change their metric system God willing, never. It would take me 20 years to change the way I think of measurements. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> inch
Joachim Saupe wrote: > Unfortunately, that attitude prevails here in the USA since most > people don't understand the simplicity of the metric system, where > the meter is the "yardstick", where a cube of 10cm x 10cm x 10cm has > a volume of 1 liter and when you fill this cube with water, it weighs > 1 kilogramm. I understand it, and actually like using it when I have to, like when making parts for metric machinery. The problem is that I know about what a foot is, about what a mile is, about what 1000 feet is, etc. Recalibrating my eyeballs to a new standard would be extremely tough. I have no clue what a kilometer looks like or what a 1/4 mile worth of meters is. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Re: KR2 / Languages & VW 1600
Joachim Saupe wrote: > Frank, > you are right! I just wanted to impress on Eduardo that a 1600cc > Volkswagen engine is definitely NOT suited for his elevation. > When I put pen to paper, his elevation is actually 9500 feet. Looking > at the map, within 50-100 miles he has peaks of 2+ feet. I don't > know if even a turbo'ed 2180 would do. P&W PT6. Problem solved (and many, many more created) :) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> translations - off topic but hey, it's Friday
Frank Ross wrote: > > I think the Texas girl would be rolling on the floor by now. A cold front moved in today, so "I have 4 wheel drive, leather seats, and butt warmers" translates into my Texas girl being in the truck before I'm out the front door ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Clamps
Bret Cummings wrote: > I'm getting ready to order an assortment of clamps for my plans that > should be arriving soon; I've tried those nice ratcheting clamps, you > know the kind with the handle you squeeze and they tighten... They > seem really cool and easy to use, but I noticed that they click into > place, and therefore where you want it to stop might be between > clicks, and I was wondering if anyone has found these to not be as > good as they seem? Thanks for the help, and I'm glad someone else > asked about stuff to buy for new plans! I use those quite a bit for welding, woodwork, and occasionally even light machining. As far as I can tell they're infinitely adjustable, but you can't get as much clamping pressure with them as with screw clamps. For gluing parts that's actually an advantage since it's harder to squeeze all the goo out of the joint. The drawback to these clamps is that they're expensive and don't last forever. I'd rather have 2 dozen screw clamps that'll last a decade or two than half a dozen cool clamps that die in 3 years. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Hello, and Geo engine(s)
E.T.Gmerek wrote: > > Anyway, What kind of weight, HP and torque power band do these Geo > motors have? > > How about history, there seems to be a lot of crank issues with some > of the other engines lately. After the 3rd engine in my wife's Geo Storm burned up, in the car it was designed to power, I said I would never have anything to do with Geo again as long as I live. Exactly zero chance I'd trust my life to one of 'em, no matter how many are in the air. I don't even want to be under one as it flies over at 1 feet. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Web Site Host
Kevin Farley wrote: > > What I had in mind (and this is of coarse open to change), is > something like 250megs each, 1000mb transfer/mo, 1 domain name each, > unlimited subdomains, unlimited ftp accounts, unlimited emails for > each domain/subdomain, control panel, cgi, perl/PHP, unlimited MySQL > databases. As well as access to several pre-built cgi scripts for use > (for picture albums, counters, and the like.) How about ASP and ASPX? -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Web Site Host
Kevin Farley wrote: > > Having said all that, Steve asked about asp and aspx services. I'm > sorry to say that I can't offer those as they are limited to Microsoft > servers. I did resell on these for a while, but they were discount > plans and usually were down without real tech support for sometimes > hours, sometimes days. Sorry. There's a rumor of something being done about that. I wasn't paying much attention, but something about an emulator. I'm in the middle of learning VB.Net, which is why I asked. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Off Topic
da...@alltel.net wrote: > We had issues with the part coming out looking good and then a month > later, it would begin to develop cracks. Todd of Todd's Canopies > told me that it needed to be re-heated to "cure it" or do they call > that "post cure", something like that. So on the 7th and last > windshield that I built, I did that and it has not developed any > cracks. I've been told it's basically the same idea as tempering hardened steel. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Re:Canopy forming
w.higdon9...@comcast.net wrote: > Dan, > I was told it's more of a stress relief step. That's basically what tempering does. Relieves internal stress and makes it less brittle. I've thermoformed a little plastic in my life, usually Kydex, and I've decided I'd rather leave it to someone else and stick to wood, foam, and glass myself ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Wing Gap Covers
Phil Matheson wrote: > > What did you dream up to attach them to the wing??? > A friend of mine fitted small brackets to the under side of the > covers and held them down with bungee cords. I'm going to bond most of the covers to either the fuselage or wing side of the gap (haven't decided which yet) and use some flavor of Dzus-like fasteners to hold 4 panels on to get at the bolts. > I think duct tape would also work as a wrap around the wing to get the > shape,( as well as to protect the wing from sticking) as I'm not > sure where to get the plastic wrap from here down under. How about electrical tape? Should be able to get the plastic stuff from anyone that has to pack stuff on pallets. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Eggenfellner engines
Dan Michaels wrote: > I have researched this, and the 6 cylinder subaru is an horozontally > opposed engine same as a Lycoming. It was designed by subaru for an > aircraft. The aircraft did not take off financially so they addapted > the engine for a car. Eggenfellner then converted it to an aircraft > engine. This is not the same as the 4 cylinder Subaru engine that > they used to use. Is that the SVX engine? A while back I was thinking it might be a good airplane engine. I still think I'll be sticking with an O-200, though. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> rudder return springs.
w.higdon9...@comcast.net wrote: > Mark, > If your feet aren't in place to stop the pedal it could go so that > one hits the firewall and one the floor. And Luscombs have heel > brakes. Bill Higdon But what about the rudder trying to center itself? With a broken cable I could see it deflecting a little because of the spring, but they'd have to be pretty massive springs to overcome air pressure on the rudder. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> rudder return springs.
w.higdon9...@comcast.net wrote: > Steve, > If you've ever flown a Luscombe you'd know the answer. They have a > very light rudder. Bill I have, but probably not what you're talking about. The one I got to fly had the rudder system closed through the nose gear, I believe. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Fuselage lofting
> > BTW the foam pieces are put in one at a time. They are just there to > hold up the carbon and keep the shape. They offer little structural > strength. You'd be suprised how much strength that foam is giving you. It's a shear member between the layers of carbon, same concept as building a spar with caps and plywood shear webs. I don't remember either the formula or the rule of thumb that gives strength increase for thickness of a core material, but I could look it up. It's something like doubling the distance between the skins doubles the strength, or something like that. Some discussion with someone way smarter than me almost convinced me that the spruce would just be there to mount stuff to. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> rudder return springs.
w.higdon9...@comcast.net wrote: > A Luscombe with a Nose gear? Yup, 2005 11E. I was waiting for someone to catch that ;) http://www.luscombeaircraft.com/ I think the one on the first page is the one I flew. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Which KR2 to build?
Barry Kruyssen wrote: > My wife would come flying more often if it was more comfortable. > > The stock KR2 is too narrow. > > (This sounds like a reason to build a KR2S but widened :-) Actually it sounds like a good reason to build it a few inches narrower ;) My wife isn't much fun to fly with. She freaks out if there's any tiny amount of turbulence at all. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> rudder return springs.
w.higdon9...@comcast.net wrote: > My 2 cents worth is that you need either a closed loop or some thing > to prevent the rudder pedal from going all the to the floor, or > firewall. This is recommended in one of Tony B's books. > > And the reason is shown by a friends accident back in the mid 60's he > was flying along in his Luscombe 8E when one of the rudder springs > broke. The other peddle went to the firewall with no way in flight to > get it back to neutral. He did a spiral in from 2000ft AGL. He was > very lucky there was about10 ft of soft snow where he impacted the > ground. Ohterwise he may not have lived through it. Bill Higdon I fully agree that all control systems should be closed loop, and will be in any aircraft I fly, but I'm not seeing how broken springs could keep you from having rudder control. Shouldn't pushing on one pedal raise the other? In other words, the loop is closed through the pilot. My 150's cables are a bit stretched and both pedals go in bit when you put your feet on the pedals, but I still have 100% control of everything involved (though the nose gear steering needs some help from the brakes). -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> RE: TLA
larry flesner wrote: > > I haven't pressed it since. I'm thinking of converting it to a smoke > system for fly-bys. A small Facut pump, a small can of smoke > oil, and inject it into the exhaust. Whata ya think Don't forget the preheater coil wrapped around the exhaust pipe before the oil injector. Makes it much more efficient. Might want to wax the hell out of the bottom of the fuselage, too. Easier to get all the oil funk off afterwords. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> How not to
Scott William wrote: > Sheee..here in > Florida, our 'skeeters have to have Mode C and > clearance. In Texas we send the F16s after the damned things ;) -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Radio suggestions
Colin Rainey wrote: > Jeff > After having run the wiring and having to have Brian Kraut bail me > out with the radio, I would run a good quality Icom or similar > handheld, with headset adapter, and external antenna unless you are > going to have a professional wire the tray style radio up. That's exactly my plan. I got an Icom A4 for a rediculously good price and plan on using it, a handheld GPS, and the typical instruments for bare minimum night VFR. I have absolutely zero desire to fly a KR1 in IMC. I don't even want to do it in a 182. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Radio suggestions
Rich Meyer wrote: > Any advice about whether to keep the LORAN now hanging under the > panel where my knees need to go? I think we'll be re-doing the panel > this winter. We have no VOR in the panel, since we'll clip a > handheld GPS to the panel, will we ever use the LORAN? Does the LORAN work? I've never seen one that does, and since GPS has completely replaced it no one is bothering to fix them anymore. I'd say ditch it. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Work Bench
Scott William wrote: > Goofy question from the newbie: Building calls for a > workbench that is 16' x 4'. In opinions of all the > builders here, what is the SHORTEST bench one can get > by with? If I can lop 2' off this bench and bring it > to 14', it will benefit my space situation a great > deal. Add 6" to the length of the longest piece you have to build on the table and that's how short you can get away with. I'm going to build 2 identical tables, 8 feet long each, that bolt together end to end with about a dozen carriage bolts. Once I'm done with the table I'll just unbolt it, load it into a truck, and take it to the airport (assuming I can find a hangar by then). > Also...what is the best material for the top pf the > bench, in your opinions? Particle board will be the > straightest but 3/4 ply will be the most > durableOpinions?? 1" MDF, maybe 2 layers of 3/4" glued and screwed, painted, sealed, and heavily waxed for me. MDF is unbelievably straight and flat, and with the paint and sealer it'll last forever. The wax will keep glue from sticking, but I plan on spraying a few coats of PVA mold release as a backup. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Work Bench
Steven Phillabaum wrote: > > Yes that would work, but most of us used the table to draw out the > fuselage layout. If you put anything on the MDF you might not be able > to read your work. Ahh, didn't think about that. I'll be getting a full size plan plotted as soon as I'm done with the CAD stuff. > Just remember to protect the table with 3 or 4 > mil plastic before glueing up any joints. Good luck building and I > look forward to seeing your progress. Yup, also in the plan. The wax and PVA are just in case the plastic sheet goofs somehow. Hopefully I'll be ready to cut wood around thanksgiving. Too much stuff going on with school and family to spend a bunch of time making drawings. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> KR-1 Plans needed
Cris. wrote: > Good luck, so did I, before buying second (or third?) hand :-) > C. I sent a check and got plans about 6 weeks later. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> kr2s project still for sale
Dave Jeltema wrote: > my project is still for sale its the one i bought from Ron F. Im > leaving for the military soon, and it need to go! I will include both > ea81 engines with it as well of tons of other stuff almost everthing > to finish it. 2k i lowered my price 500 Where is it and how far along is the project? -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
VIRGIL N SALISBURY wrote: >Also carry the Wide part of the fus to the firewall, lots of > engine room, Virg Yup, that's the plan, too. No point in pulling the sides together at the firewall if the engine is wider than me. I'm going to measure the engine next time I'm at the airport (probably tomorrow) and see what the distance between the rocker covers is. I figure that should be a decent width for the firewall since I'm planning on cheek cowls anyway. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
Ron Smith wrote: > > Hi Steve, I have some experience in doing what you plan to do. Adding that > foam for what? Drag reduction? The cowling will end up lower than > the fuselage plane right? More weight not needed. IMHO. If you did > decide to do it, you need to have one layer of cloth laminated to the wood > structure to create the sandwich panel, then on top of that foam and I > would use boat cloth too reduce the weight. Drag reduction and looks is all. No strength to be had and nothing needs to be contained down there. I'll probably just skip it and save the time, weight, cost, and trouble. > If you are not careful with the resin and foam the weight will bite you in > the butt. Yup, but bagging everything tends to get rid of the extra resin. It goes through the peel ply and into the breather. Pull everything apart and you have a surface ready for paint with nothing more than a wipe down with MEK. > The standard KR2 was 64 lbs at the boat stage with center spars and > fittings. Mine is 80 lbs. I have streched mine to 24", and 6" wider and 2" > taller. I'm starting to think that I'll only need 6" in front since I can move the engine forward a bit, but back is tough. Won't be any wider, maybe a hair taller, and around 25" long between wing and tail, but it's a KR1, so things are a bit different. > Make sure you use the method as described by Mark Langford, where you say > out the cloth on plastic sheeting, so you can add just the right > amount of resin to the lay up. That really saves weight. He has a very good technique there, best way to do it if you don't have a vacuum bagging setup. I'll be doing quite a bit that way, actually. The wings aren't easy to bag since they're hollow and would get squished. Now if I build foam core skins with kevlar on both sides it'll be different. > See my fuselage construction @ the link below. What are you using for the skin? Just glass (or similar) or is there foam in there somewhere? -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> GATHERING: price of fuel
wilder_jeff Wilder wrote: > Geesh guys, I dont know if I am going to be able to make it up with > the price of fuel here in my home town almost 3.00 a gallon. Almost $3? Wow, I gotta move to your part of the world. I'm paying $3.14 with an account discount at home and between $3.10 and $3.60 on cross countries. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
JAMES FERRIS wrote: > Both of those problems can be solved with a slight increase in wing > area and aspect ratio. That's my plan to get a KR1 to haul 250 pounds of me around. Another 18" on each tip, 12.5" behind the firewall, and 24.5" behind the wing, and 2 sq. ft. winglets. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
Mark Langford wrote: > > I hope you're planning on a really light engine if you're going to > add 12.5" behind the firewall (if you mean between main spar and > firewall), or some other configuration that doesn't resemble a KR, > because you'll have to add a bunch of lead in the tail to make it > flyable otherwise. I'm sure you've thought this out and done the > weight and balance math, but if not, now would be the time to do a > reality check... Yup, there's some other things there, like my big backside sitting a bit farther back and reclined much further than as shown on the plans. However, 12.5" is just the eyeballed number I'm using for the time being and will be adjusted as I work out the details. Planning on using the O-200 from my 150 when I put an O-235 in it. Considered derating an Innodyn turboprop for the KR, but since I have yet to hear anything from them I'd rather stick with someone I'll be able to get parts from like Continental or Lycoming. At this point the only thing I'm really concerned about is bending the fuselage sides to meet at the tailpost. I'm thinking it would be best to do the foam and glass (which is replacing the plywood) while the sides are flat so I can vacuum bag them, but then I have to worry about getting the things to bend enough to meet at the back. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
Mark Langford wrote: > > Unless you move aft quite a bit, this is going to put you at least > 5.5" higher up than you would be otherwise, since the aft spar is the > rear limit for the bottom of the seat back. Most KR pilots basically > end up sitting on the floor to allow their heads to clear the canopy. > It sounds like you're not planning on building anything that > resembles a KR anyway though. Ah, ok. Misread the plans. Looked like the seat was a couple of inches ahead of the aft spar. Cancel that idea, then. I'll still be reclining the seat more than stock, but that won't be an issue. The only major changes from the plans are the airfoil, slightly longer outer wing panels, wingtips, fixed gear, and stretched fuselage. Other than that it's going to be pretty normal. > Good luck with that. You might discover that plywood is used because > it is light, strong, and requires minimal finishing work... I calculated it a while back and the difference in weight is so minimal that it's not worth mentioning, but the difference in strength is significant. Basically the foam and glass is as strong as another layer of plywood on the inside of the fuselage sides. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
KR> Question for the experienced ones... :-)
VIRGIL N SALISBURY wrote: >Steve, do the sides vertical and no Bananna Boat, Virg Yup, that's in the plans, too. I'm going to set the fuselage width to suit me (need to measure that) and leave the sides vertical. Just means a little more room for my butt at the bottom of the fuselage. I'm considering adding an inch of foam to the bottom of the fuselage, then sanding a curve on it and glassing the whole thing. Don't know if the reduction in drag is worth the weight, though. -- Steve 33...@swbell.net N3343V- '75 C150M N205FT- KR1 #6170 He who seeks will find, and he who knocks will be let in.
