KR> Turbo info

[Dene Collett]

Hi guys
I am on a nission to learn as much as I can about turbo charging for
aircraft as I can as quickly as I can.
What I need is the URLs of websites that you think are relevant and provide
good info.
If there are any experts among you when it comes to putting turbo's on
aircraft engines, please help me out.
Thanks guys
PS. I know there are many of you out there with tons of useful info, Please
educate me.

Regards
Dene Collett
Avlec Projects cc
Online entrepreneur
www.maxiclix.com
Port Elizabeth 
South Africa

KR> capacitance fuel level sender?

[Dene Collett]

Mark
I am in South Africa and can give Renier, the owner a call for you on Monday
morning if you like.
I only have their office number or I would give him a call on his cell.
I have spoken to him numerous times when I have had snags with installing
MGL equipment and he is very helpful.
Let me know if you would like me to give him a call

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa



> >-Original Message-
> >From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark
Langford
> >Sent: Saturday, July 20, 2013 2:12 AM
> >To: KRnet
> >Subject: KR> capacitance fuel level sender?
> >
> >KRNetHeads,
> >MGL sells one near the bottom of
http://www.mglavionics.com/html/infinity.html
> >described as "Capacitance Fuel Level Sender, Bendable, Cutable" .  Is
anybody
> >familiar with this particular unit, and might know the thread size or
other mounting
> >details
> >Mark Langford
> >ML at N56ML.com
> >website at http://www.N56ML.com
> >

KR> Disc brakes for Azusa wheels

[Dene Collett]

Thank you Oscar but the owner definitely wants hydraulic brakes.
It looks like the Tracey O Brriens are going to be the ticket.

I took a look at the Aerovee brakes but it appears as though they load the
wheel bearings when brakes are applied
which I don't like.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa



> >-Original Message-
> >From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Oscar
Zuniga
> >Sent: Thursday, July 18, 2013 5:29 AM
> >To: krnet at list.krnet.org
> >Subject: KR> Disc brakes for Azusa wheels
> >
> >
> > Dene;
> >
> >It sounds like you've already got the info you need to source some disc
brakes
> >for the Sonex.  However, if for some reason you want to retain cable
operation
> >instead of going hydraulic, there may be another option.  Pietenpol
builders have
> >successfully used mechanical disc brakes from go-karts (Airheart and
similar
> >types of brakes

KR> Disc brakes for Azusa wheels

[Dene Collett]

Yeah that's what I was looking for, thanks Craig. Do you have a link for
them?
I just tried to google them and came up with all sorts of things except what
I was looking for.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa



> >-Original Message-
> >From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Craig
Williams
> >Sent: Tuesday, July 16, 2013 11:06 PM
> >To: KRnet
> >Subject: Re: KR> Disc brakes for Azusa wheels
> >
> >I am using the Tracy Obrien brakes on mine.? Pics on my web site
> >
> >Craig
> >Kr2seafury.com

KR> Disc brakes for Azusa wheels

[Dene Collett]

Hey KR enthusiasts, can somebody point me in the direction of lightweight
disc brake conversion for Azusa rims please.
I have a Sonex in the shop and the owner wants the cable drum system
replaced with discs.
Thanks in advance guys

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

KR> Something to amuse

[Dene Collett]

Damn I forgot to attach the link to the video taken today and now I'v lost
it!
Sorry guys
This is another video taken in the same spot in January this year.
Here it is: http://vimeo.com/58364692


Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa



> >-Original Message-
> >From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dene
Collett
> >Sent: Monday, June 10, 2013 8:54 PM
> >To: 'KRnet'
> >Subject: KR> Something to amuse
> >
> >Hi guys
> >I though tthis short video would totally amuse you guys.
> >These guys get together just down the road from my house at the coast and
> >have a ball regularly.
> >I am planning on joining them with a model KR soon.
> >I have already built my son a P51 and almost completed a MIG-7.
> >Enjoy and apologies for it not being totally KR!
> >
> >
> >
> >Regards
> >
> >Dene Collett
> >
> >Avlec Projects cc
> >
> >Port Elizabeth
> >
> >South Africa
> >
> >
> >
> >
> >
> >___
> >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
> >
> >
> >-
> >No virus found in this message.
> >Checked by AVG - www.avg.com
> >Version: 2013.0.2904 / Virus Database: 3199/6394 - Release Date: 06/08/13

KR> Firewall Space

[Dene Collett]

Hi Mark
Is there some kind of "bump" just aft of the canopy frame and just below the
rear window or is it just the light playing tricks in the pic?

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa



> >-Original Message-
> >From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark
Langford
> >Sent: Sunday, June 09, 2013 11:41 PM
> >To: KRnet
> >Subject: Re: KR> Firewall Space
> >
> >Sid Wood wrote:
> >
> >>I am continually amazed at how much clear space some KR's have on the
> >>fire wall while others, like my KR-2, are packed.  Is there some rhyme
> >>or reason for that?
> >
> >I put as much stuff as possible on the aft side of the firewall, just to
keep it out
> >of the heat.  That was made easy by the fact that the front deck is
easily removed
> >in about three minutes after spending two minutes to remove the cowling.
The
> >battery, ignition coils, starter relay, fuel pumps, fuel filters, and
terminal strips for
> >CHT and EGT thermocouple junctions come to mind, but I'm sure there's
other
> >stuff as well.  In N891JF, I'll soon be putting fuel pumps and fuel
totalizer on the
> >aft side of the firewall for the same reason.  Having said that, things
are tight with
> >engine mount, oil cooler, oil filter, oil separator, cabin heat valve,
and the flywheel
> >only an inch away from the firewall. There's a lot to be said for keeping
most of
> >that stuff mounted to the engine instead.
> >
> >Forward hinging hinges are coming along fairly well.   Just need to match
> >drill pivot points, sand down to final aerodynamic shape, paint, and
> >reinstall.   I don't think they'll be very noticeable, nor will they hurt
> >aerodynamics.  They ended up about .28" thick and 2" tall.  The canopy
frame
> >would fail long before these hinges.  See enclosed photo...
> >
> >Mark Langford
> >ML at N56ML.com
> >website at http://www.N56ML.com
> >

KR> 254 Days

[Dene Collett]

Hi Mark L
Can you give us a bit of a sneek preview of what your next experimental will
look like and what improvements you intend on implementing over the KR?
Also, do you intend on cannibalizing N56ML for parts for it? Seems such a
sin.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa
To earn 100% commisions follow the link below:
http://www.empowernetwork.com/almostasecret.php?id=Dene1

> >-Original Message-
> >From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of
> >Mark Langford
> >Sent: Wednesday, January 18, 2012 5:31 AM
> >To: KRnet
> >Subject: Re: KR> 254 Days
> >
> >Mark Jones wrote:
> >
> >>> Mark Langford better show up in his Swift cause I want a ride in
> >>> it.

KR> Thoughts and ideas on stretching the wingspan

[Dene Collett]

Mark, on the Whisper motor glider, the wing has a very pronounced cusp on
the underside and results in very high stick forces due to the size and
length of the ailerons. Pilot fatigue is a major factor on longer flights.
We have corrected this with trim tabs but as you know this just adds drag.
What a few builders have done to alleviate these high stick forces is to
install "gourney" tabs on the trailing edges of the ailerons. This is
nothing more that a lip of approx just under 3/8" that sticks up at 90deg at
the trailing edge on the top surface of the aileron. It can be trimmed until
the desired stick forces are attained. Aparently they do not add any
significand drag. All I know is that they do work. I have flown in a whisper
equipped with them.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa
To earn 100% commisions follow the link below:
http://www.empowernetwork.com/almostasecret.php?id=Dene1

KR> flying stories ?-kinda long

[Dene Collett]

Hi Joe
I would be very interested to see some pics of your autopilot installation.
I could be wrong but I think you might be the first to install an autopilot
in a KR.
Good luck dealing with the feds.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa
To earn 100% commisions follow the link below:
http://www.empowernetwork.com/almostasecret.php?id=Dene1

KR> Re: Air Fuel Ratio

[Dene Collett]

Steven,
I applaud you and your attitude towards engine management. I have also
broken away from the distributor ignition and gone "electronic", well sort
of. I have every component in the system backed up by a secondary.
Having the oxygen sensor is a good idea. You will probably have to set the
mapping of whatever controller you use by tweaking a few parameters while
monitoring performance at various RPM ranges with the mixture pot set to a
neutral position. After that you can make it run richer or leaner by setting
the mixture pot to where you want it on the O2 meter.
I am currently doing precisely that on a revmaster that I have turbo charged
and fitted with EFI.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa
To earn 100% commisions follow the link below:
http://www.empowernetwork.com/almostasecret.php?id=Dene1

> >-Original Message-
> >From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of
> >smwood
> >Sent: Tuesday, December 13, 2011 4:08 PM
> >To: kr...@mylist.net
> >Subject: KR> Re: Air Fuel Ratio
> >
> >Stephen,
> >The fully programmable ignition system may need some help to set the
> >mixture.  A simpler way is to install an Oxygen sensor in the exhaust
system
> >to feed a Mixture Meter aka Air/Fuel Ratio (AFR).  Then you can set the
> >mixture exactly to what you want it to be in real time while flying for
any
> >power setting and any altitude.  (Assuming you do have a manual mixture
> >control somewhere in the fuel system.)  No more waiting to see which
> >cylinder peaks first and other such antiquated methods.
> >
> >Sid Wood
> >Tri-gear KR-2 N6242
> >Mechanicsville, MD, USA
> >smw...@md.metrocast.net
> >
>
>---
---
> >...I have just decided to break from my original edict and purchase a
fully
> >programmable ignition system instead of keeping everything stock. This
will
> >allow me to program my A/F ratio and ignition advance or retard at any
RPM ,
> >any boost, and any load. Something a modern "certified" aircraft engine
> >could never hope to do.
> >But weather I make 1 hours or not even 10, people believe what they
> >want, and that is just the way it is. So if you think you can do it
better
> >and or different then get after it. Change will happen.
> >
> >Stephen Teate
> >Paradise, Texas
> >
> >Stephen Teate
> >Paradise, Texas
> >
> >
> >
> >___
> >Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> >to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> >please see other KRnet info at http://www.krnet.org/info.html

KR> test

[Dene Collett]

Havn't received a single message in the last 24 hours

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

KR> Grounded

[Dene Collett]

Dan
When you say 11x4.00x5 are you referring to the tyre size that you want to
use on the rim? Ik my memory serves me correctly, that is the old "lamb"
tyre size. I have a set of those on my grove wheels on my KR project right
now.
As mentioned as well, the tube size used feeding the brakes makes a big
difference. I have found that high volume systems give the worst
performance. I use 4mm nyloflow tubing with a 1mm inside diameter. Gives
great performance and uses much brake fluid.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

  They did not show an 11 X 4.00 X 5 and I can't convince
> >myself to go to the 5 X 5, so decided to go with Matco, since the
engineer at that
> >company has spent a lot of time explaining things to me and helping me
put all
> >the parts together.

KR> Grounded

[Dene Collett]

Dan 
Have you taken a look at Grove wheels and brakes? It is all we use for the
Whisper motor glider which weighs in at over twice what the average KR
weighs and so far have had no problems with stopping or turning the
aircraft. Good quality product.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

> >-Original Message-
> >From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of
> >Dan Heath
> >Sent: Sunday, December 04, 2011 2:18 AM
> >To: 'KRnet'
> >Subject: KR> Grounded
> >
> >I have decided to ground the Black Bird again, due to the poor braking.

KR> Toggle switches

[Dene Collett]

Hi guys
Thanks for the help with finding a toggle switch, it looks like I will be able 
to get what I am looking for albeit at a price. I was asked what I need it for 
and somebody suggested using a Cessna mag switch.
I need it for a plane I am building with a revmaster motor on it. I have fitted 
it with a homebrew dual, totally redundant electronic  ignition system and I 
want to use the switch to switch between the two systems without passing 
through an "off" position. The motor will run on both systems under normal 
conditions but I need to be able to isolate one at a time to do in-flight 
checks. I could easily use two standard single pole, single throw on/off toggle 
switches but there is always the possibility of confusion.
A Cessna mag switch will not work because for a mag "on" is actually an open 
contact where I need a closed contact for "on"
I have considered a rotary switch but I dislike them and would rather put some 
effort into finding a toggle switch that will do what I need it to do.
My thinking was to supply power to the "special order" toggle switch via a 
normal DPST toggle switch which will supply each system's power from its own 
battery and use the "special order" switch do select which ignition I would 
like to use/isolate. That way, once I have switched on the ignition power 
switch, no matter what I do with the selector switch there is no chance of 
inadvertently switching the motor off. I will put a guard over the power 
switch..

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

KR> Toggle switches

[Dene Collett]

Guys, after taking a look through the AS catalogue today and not finding
what I need I have decided to try the vast knowledge pool here.
I am looking for a double pole toggle switch that has three switch
positions. Up will be "on" for pole number 1. Down will be "on" for pole
number 2 and the centre position will be "on" for both pole 1 & 2.
I have no idea if such a switch even exists.
Help

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

KR> Web page updates.

[Dene Collett]

Hi Rudi
Just took a look at your website, wow that engine installation looks good! I
am currently busy with a revmaster 2100 installation that is turbo charged,
intercooled and fuel injected. A first for me and a steep learning curve. Is
there any chance you will be coming down PE way in the near future? I would
love to see your aircraft up close.
I am interested in the seats you have in your plane, do you perhaps have any
pics of them? 

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

> >-Original Message-
> >
> >Hi Everyone!
> >
> >I have been doing some work on my KR2 (ZS-VYZ), I have just added a few
> >updates and more photos on VYZ's web page at http://zu-avb.hopto.org/ZS-
> >VYZ/specs.htm

KR> transponder install

[Dene Collett]

Guys
Do not confuse the wiring pin-out of the KT76 and the KT76A!! They are NOT
the same. Don't ask me how I know this.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dave_A
Sent: Tuesday, November 08, 2011 12:58 PM
To: KRnet
Subject: Re: KR> transponder install

I sent you a PDF with pin-outs for the AK-350, and the KT7x series
transponders (direct)...

Hope that helps...

KR> test

[Dene Collett]

Regards

Dene Collett

Avlec Projects cc

Port Elizabeth

South Africa

KR> test

[Dene Collett]

Hi Mac
No, my reason for changing was that I finally joined the modern world! Up
until now I have been on an antiquated dialup connection because I live out
in the sticks and there wasn't a single broadband ISP that serviced the
area. That has changed and thus the new e mail address.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mac McConnell-Wood
Sent: Friday, November 04, 2011 4:54 PM
To: KRnet
Subject: Re: KR> test

Receiving you loud and clear in wet and windy Blighty!
I got hacked recently...took over my contact list and sent spurious
e/m's to all.
Had to change my address but lost all my contacts.
Some of the bast***'s con money out of your friends by pleading poverty or
financial embarrassment.
Did that cause you to change address?

KR> test

[Dene Collett]

Testing new mail programme.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa

KR> KR P/R At Serfi.

[Dene Collett]

Jeff Scott wrote:
"My SuperCub was awarded Best Custom Built Replica, which was quite an honor 
for me."
 -Jeff Scott
Congrats Jeff I am sure the award was well deserved.

Regards
Dene Collett
Avlec Project cc
Port Elizabeth
South Africa 

KR> Jabiru on a KR

[Dene Collett]

Hi Peter
No, unfortunately I can not help you with any drawings. When Willie first
asked for help mounting the Jab to his airframe I offered to have a mount
made for him by a friend of mine that builds the mounts for all Whisper
aircraft. At the time he had a Jab motor that he used for positioning to a
dummy whisper firewall to produce a jig. He built and flew his own KR2 
ZS-WEC that he sold to
Serge Vidal and has a set of plans which meant that he would have been able
to do the same for a KR without actually having the aircraft in his shop.
Willie eventually got someone closer to him to build the mount for him. As 
far as
I know the plane has not flown yet. Willie??

Regards
Dene Collett
Avlec Project cc
Port Elizabeth
South Africa

KR> cooling air inlets

[Dene Collett]

Mark I wasn't talking bout the gap between the top and bottom cowl halves 
but rather the fact that the cowling inlets are smaller than the mating 
mouths of the  plenum chambers. With the plenum chamber mouths going over 
the cowling inlet mouths and having a gap between the two the incoming air 
will probably draw warm air from inside the cowling in with it. I used a 
seal made from a strip of a car's inner tube glued to the circumference of 
the plenum chamber mouth. Once the cowling is on I use my finger to work the 
tubing over the outside of the cowling inlet. Perfect seal.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

KR> cooling air inlets

[Dene Collett]

Hi guys
A while ago a pic of the cooling plenum chamber I made for a revmaster was 
circulated on KRnet. At the moment I am working on another cooling chamber 
for another revmaster motor, except this one is turbo charged, intercooled 
and is equipped with fuel injection. It has an induction system that crosses 
over the top of the motor which has made building the plug somewhat of a 
challenge but I finally have it built.
Today while building the inlet tube plugs that join the cowling inlets to 
the chamber inlets, I considdered doing what Mark L did with his inlets ie 
making the tubes bigger than the inlets in the cowl so that they fit over 
the cowl's inlet lips. After thinking it through I decided to go with rubber 
seals because I think that the air rushing into the cowling inlets past the 
edge of the cowling inlet lips would cause a venturi effect and suck with it 
air from inside the cowling via the gap between the duct and the cowl inlets 
thereby recirculating air that had already been through the cooling system 
and heated. This would not be too critical in a low speed aircraft like the 
motorgliders I build but in a ahigh performance ircraft like a KR I would 
imagine the venturi effect would be exponentially higher??
Mark, I know that your cooling system obviously works well but don't you 
think that you could make it even better (more efficient), achieving even 
lower CHT's by sealing that gap?
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

KR> Mixture Meter Update

[Dene Collett]

Hi Sid
Just a note on mixture meters, I was looking over the MGL websight the other 
day and noticed that their Xtreme EFIS has that facility built into it. All 
it needs is an O2 sensor hooked up to it. It would appear the Xtreme is also 
a full EIS with data logging facility for later engine analysis. With built 
in GPS it seems a good bang for your buck. It also fits into a standard 
large instrument hole.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

- Original Message - 
From: "smwood" <smw...@md.metrocast.net>
To: <kr...@mylist.net>
Sent: Tuesday, June 07, 2011 3:45 AM
Subject: KR> Mixture Meter Update


For several years I have been putting user information together for mixture
meters for KR aircraft. 

KR> HAPI 75 magnum electronic ignition question

[Dene Collett]

Hi Allen
Could you send me som pics please, what you have there sounds very 
interesting.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

KR> Dragonfly canopy dissapointment

[Dene Collett]

Hi Dan
That is a good question. The problem is that I already have the rear of the 
canopy where I want it. If I bring it any further forward the rear frame 
will start to impinge on my view to the side/rear. I have come up with a 
plan to build the forward frame out to the distance needed to mount the 
hinge on. That is the preliminary solution to the problem anyway untill I 
put some more thought into it.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

- Original Message - 
From: "Dan Heath" <da...@windstream.net>
To: "'KRnet'" <kr...@mylist.net>
Sent: Sunday, May 22, 2011 4:05 AM
Subject: KR> Dragonfly canopy dissapointment


Why not put it where you want and build the frame to suit?

KR> Dragonfly canopy dissapointment

[Dene Collett]

Hi guys
After looking at a few of your websights, specifically ML's, I have come to 
the conclusion that the dragonfly canopy sold in South Africa is not the 
same canopy as was sold in the USA. The one I have is at least 300mm shorter 
front to back. This might not sound like much but it will now put the 
forward edge of the canopy just ahead of the front spar (not by much) which 
will put it only just ahead of the instrument panel. Installing the forward 
hinging system is going to be a challenge.
It is a big improvement over the old bubble canopy but is still not what I 
wanted, BUMMER!
Jeff Scott your plane will still be the sleekest.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

KR> Re: Removable Turtle Deck

[Dene Collett]

Hi guys
Regarding the removeable turtledecks, I am in the process of changing from a 
standard KR bubble canopy to a dragonfly canopy and will probably have to 
make a new forward deck. My rear deck has not yet been attached to the 
fuselage. I like the idea of having the decks removeable but am concerned 
with water ingress when the plane stands outside in the rain. Can those with 
removeable decks comment on this and how it was overcome please.
Regards
Dene Collett
Avlec Projects
Port Elizabeth
South Africa

KR> revmaster ignition coil temperature tolerance

[Dene Collett]

Hi guys
I posted this a few days ago but have no idea if it ever made it so here goes 
again:

Hi guys
This post is not KR specific but is related to flying revmaster motors.
As many of you will remember I made quite an elaborate cooling plenum chamber 
that covers the top of the motor. I am pleased to report that not only are the 
CHT's within limits but almost on the low side. That plenum cover works!
I would like to know if there are any KR's flying with Revmaster motors 
equipped with quad CDI ignition. The reason I ask is that after the maiden test 
flight on Sunday of my latest Whisper motor glider that lasted approx 1/2 hour, 
it stood for a few minutes on the ramp before it was decided to take it up 
again. The motor was stone dead. We could not even get a backfire out of it. 
After taking the top cowl off and feeling the CDI coils we found them to be 
very hot due to heatsoak from sitting in the hot environment under the cowl. 
The cooling plenum I made excludes the inlet runners and the CDI coils mounted 
to them. My question is what kind of temperatures can I expect these coils to 
handle before it begins to break down?
I went out to the field yesterday and attempted to start it, it fired right up 
and ran smoothly.

Regards
Dene Collett
Avlec Projects cc
Builders of fine kit aircraft.
Port Elizabeth
South Africa

KR> revmaster coil temp tolerances

[Dene Collett]

Hi guys
This post is not KR specific but is related to flying revmaster motors.
As many of you will remember I made quite an elaborate cooling plenum chamber 
that covers the top of the motor. I am pleased to report that not only are the 
CHT's within limits but almost on the low side. That plenum cover works!
I would like to know if there are any KR's flying with Revmaster motors 
equipped with quad CDI ignition. The reason I ask is that after the maiden test 
flight on Sunday of my latest Whisper motor glider that lasted approx 1/2 hour, 
it stood for a few minutes on the ramp before it was decided to take it up 
again. The motor was stone dead. We could not even get a backfire out of it. 
After taking the top cowl off and feeling the CDI coils we found them to be 
very hot due to heatsoak from sitting in the hot environment under the cowl. 
The cooling plenum I made excludes the inlet runners and the CDI coils mounted 
to them. My question is what kind of temperatures can I expect these coils to 
handle before it begins to break down?
I went out to the field yesterday and attempted to start it, it fired right up 
and ran smoothly.

Regards
Dene Collett
Avlec Projects cc
Builders of fine kit aircraft.
Port Elizabeth
South Africa

KR> To Turbo or not to Turbo that is the Question

[Dene Collett]

Guys
John Finlay mentions the addition of an in-flight adjustable prop to use in 
conjunction with your turbo.
The way I understand it, the motor that has a turbo with the waist gate set 
to X manifold pressure will produce Y power regardless of it's altitude (at 
a fixed throttle setting). How do you prevent over revving the motor at 
altitude and still use the extra power that the turbo produces without an 
in-flight adjustible prop? Sure you could set the manifold pressure lower or 
run at a lower throttle setting but that negates using the turbo in the 
first place
To me, using a turbo without an in-flight adjustable prop is not worth the 
effort and expense. Am I missing something?

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa


- Original Message - 
From: "Jon Finley" <j...@finleyweb.net>
To: "KRnet" <kr...@mylist.net>
Sent: Monday, January 03, 2011 6:47 PM
Subject: RE: KR> To Turbo or not to Turbo that is the Question


5. Allows you to add all sorts of new things to your wish list (oxygen 
system, in-flight adjustable prop, electrically heated seats, etc...).

  Jon Finley
N314JF - Q2 - Subaru EJ-22

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KR> fuel system fittings

[Dene Collett]

Hi Guys
Thanks to everybody that responded to my queries re fuel system fittings. I 
have to admit that in all the responses I got, there were a lot of personal 
preferences and opinions but few examples of genuine reasons or facts 
favouring either system.
The hose most commonly used here is regular aeroquip reinforced "rubber" 
hose rated at 30psi if I am not mistaken. The barbrd fittings are generally 
brass with multiple barbs concentric to the fitting. These are "ratchet" 
type barbs and not just swollen rings around the fitting. As Mark L said, 
they can be a real pain to remove even after the hose clamp has been totally 
removed (could this characteristic not be an advantage).
We have a JABIRU agency here and all their aircraft are assembled using the 
blue tinted clear fuel piping shown in the spruce catalogue as used in 
microlights etc. I suspect that all Jabiru factory assembled aircraft are 
done this way no matter where in the world they are built. I know that their 
oil cooler kits supplied by Jabiru Australia come shrink wrapped on a card 
with rubber hose and hose clamps. I know this because I have installed two 
120hp Jabiru motors already. I ended up having hoses made up by a local 
hydraulic supplier with proper fittings on them.
Unfortunately the AN fuel fittings are very expensive for us here in South 
Africa and can take up to 6 Wweeks to ship them in. We therefore use the 
best "rubber hose" locally available with barbed fittings and hose clamps. 
So far I have not heard of anybody having any problems. My personal opinion 
is that if if done with care the rubber hose / barbed fitting method has 
less of a chance of developing a leak over an extended perion of time but 
thats just my opinion.
Thanks guys.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa 

KR> fuel system fittings

[Dene Collett]

Guys
I know this is a contraversal and sometimes touchy subject but I need some 
clarity.
There is widespread condemnation of the practise of using barbed fittings and 
hose clamps in an aircraft's fuel system plumbing. Could somebody in the know 
please tell me why this is so. I can't think of any reason why using a good 
quality reinforced "rubber" hose with fire sleeve over it (forward of the 
firewall) would be in any way inferior to using aluminuim piping and AN 
fittings. In the event of a mishap and things move around, I can't see how the 
solid installation will be superior to the rubber hose as it will not have near 
as much flexibility to absorb the movement. I would imagine that an aluminuim 
pipe would be much more prone to cracking and leaking when kinked.

Over here the practise of using barbed fittings and flexible hose is almost 
universal unless you are assembling a RV kit which comes with all the 
appropriate AN fittings.
 Am I missing something here?

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> Don betchans retracts and fuselage sides.

[Dene Collett]

Guys
Apologies for not responding earlier.
I do not have a websight and operate from a stone age dialup connection so 
if somebody can volunteer to host the pics on their sight I will send them 
(only once) as this will take an age to send through.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "phillip matheson" <phillipmathe...@bigpond.com>
To: "KRnet" <kr...@mylist.net>
Sent: Sunday, November 14, 2010 9:45 PM
Subject: Re: KR> Don betchans retracts and fuselage sides.


I would like to see a copy of the retracts also PLEASE.

KR> Don betchans retracts and fuselage sides.

[Dene Collett]

Hi Dustin
I'm not sure what pics are posted on Mark's site but I have a set of prints
that were posted to me years ago by the guy that owned it after Don (I
think). I think I have then scanned and stored on my PC somewhere. Let me
know if you would like to see them.
For what its worth, I am in the process of building a set of retracts for my 
KR similar to a Lancair's. So far I have completed the main gear but not the 
retract mechanism. I spend my life these days building planes for other 
people and don't get much time to work on my own.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa


- Original Message - 
From: "dustin Reves" <sre...@hotmail.com>
To: "KRNET LIST POST" <kr...@mylist.net>
Sent: Thursday, November 11, 2010 4:27 AM
Subject: KR> Don betchans retracts and fuselage sides.



Does anyone have any pictures(aside from the ones on marks website) of
how they retracted?

KR> friday slightly off topic

[Dene Collett]

Hi guys
I know that automotive brake fluid should never be used in any aircraft braking 
system but can aviation brake fluid be used in an automotive system.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> still struggeling with high oil temps VW 2180

[Dene Collett]

Hi guys
The position of your inlet and outlet is probably as inportant as their
size. I build motor gliders and there is no worse scenario that an 80hp
motor producing full power in a plane on clinbout that is only doing in the
region of 100km/hr. Contact me privately for a way to solve the problem. You
will be surprised at how small an oil cooler is necessary when it's inlet
and outlet are positioned correctly.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "R. Human" <rahu...@peoplepc.com>
To: "'KRnet'" <kr...@mylist.net>
Sent: Wednesday, September 15, 2010 7:40 PM
Subject: RE: KR> still struggeling with high oil temps VW 2180


Jeff - I have some information attributed to John Thorp (but I can't point
you to the source). He indicated that the total inlet size in sq inches
should be the hp *.35. The exit air needs to be 2.5 times the exit air. I
too had some oil cooling problems on my c-85 and found the exit air plays
just as much in the cooling as the inlet air. In fact my exit outlet ended
up being @ 2.85 times larger and I still see 200-210 degrees in mid-summer (
it does come down to 190-195 in cruise flight). I also played with a lip and
it didn't help so I removed it.  Hope this helps some.


Rick Human
N202RH
Houston, Tx




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KR> apology

[Dene Collett]

Sorry guys that was meant to go to Eric direct.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> stainless exhaust parts

[Dene Collett]

Robert, you might try finding some stainless dairy pipe. It is a little 
heavy but will last forever.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: <rkp...@comcast.net>
To: "krnet" <kr...@mylist.net>
Sent: Thursday, August 05, 2010 1:11 AM
Subject: KR> stainless exhaust parts




Hi Everyone,

Anyone out there know of a good supplier of stainless steel exhaust pipe?

Robert Pesak

Hermitage, Tn.

KR> IGNITION

[Dene Collett]

Hi Eric
I have a diagram for that system somewhere here, I will see if I can find it
for you. Be careful mentioning anything about that ignition system here or
on the Corvair list, it ruffles a lot of feathers.
By the way Eric, that is not a CDI (capacitor discharge) system but rather a 
TCI (transistor controlled) system. Basically a points system with the 
points replaced by a transistor to switch the power to the coil on and off.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Eric Evezard" <bonza...@netactive.co.za>
To: "KRnet" <kr...@mylist.net>
Sent: Sunday, July 25, 2010 1:22 PM
Subject: KR> IGNITION


Hi Netters,
Does anyone have a wiring diagram for the Honda m/cycle CDI ignition 1980 to
1983 CB series.4 cylinder motorcycle Ignition System ?..A number of KR s
have used this system very successfully.
Thanks,
Eric,
South Africa

KR> Michael Sylvester

[Dene Collett]

Hi Michael
I tried to send you two e mails privately now and they get returned. Maybe your 
spam filter is keeping them out???
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> Slick finish.

[Dene Collett]

Hi Mike
Over here we have been using the dry micro method over the layup for the 
construction of all Whisper motorglider wings, stabilizers and rudders. The 
surface is covered in a light "sacrificial layer of glass to cover any gaps 
in the weave of the heavier biaxial structural layer underneath. we then 
pour on a generous amount of dry micro and lightly massage it into the weave 
of the top layer. This goes a long way to eliminating pinholes and after 
sanding the wing down with a "longboard" untill roughly halfway through the 
sacrificial layer an 8m long wing can be faired to final coat stage with 
less than 1kg of resin/micro mix.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa 

KR> Jabiru 3300 engine mount drawing wanted

[Dene Collett]

Hi Willie
Let me get in touch with the welder and I will get back to you shortly. 
Sorry for taking so long to get back to you only now but I only check my e 
mail every couple of days.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Willie van der Walt" <touri...@intekom.co.za>
To: "KRnet" <kr...@mylist.net>
Sent: Tuesday, February 09, 2010 6:55 AM
Subject: Re: KR> Jabiru 3300 engine mount drawing wanted


This is the reply I have been waiting for! Please give me a quote to
manufature, as close to the fire wall as possible. I'll move the battery
inside. The cg is foreward now with the 70 litre tank. Thanks Dene

Subject: Re: KR> Jabiru 3300 engine mount drawing wanted


 I have the KR firewall template and acccess to a jabiru case for
manufacturing the mount.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa


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KR> Jabiru 3300 engine mount drawing wanted

[Dene Collett]

Willie,
If you ordered a motor from Len you should get a CD with it. On the CD is 
the manual for the motor and installation instructions. Amongst the 
information is the dimensions for the part of the mount that mates with the 
motor. Once you have those it should be a simple matter of calculating how 
long the mount should be, make up a dummy firewall and position the motor 
ahead of it at the correct distance. Make sure of the thrust line and start 
cutting up some 4130 tubing. If you do not have a competent welder available 
give me a call. I have a guy rated and approved  by SAA to weld just about 
anything (4130, ally, inkaloy, titanium, stainless, etc) that makes up my 
mounts. I have the KR firewall template and acccess to a jabiru case for 
manufacturing the mount.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Willie van der Walt" <touri...@intekom.co.za>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, February 04, 2010 9:08 PM
Subject: KR> Jabiru 3300 engine mount drawing wanted


I ordered a Jabiru 120Hp and urgently need a drawing to manufacture an
engine mounting for a standard KR2. Please help.
Regards
Willie


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KR> COOLING ISSUES SORTED

[Dene Collett]

Hi Darren
At this stage everything is rough and temporary so no photos are available
just yet.
The air outlet on the plane used a long "tunnel" that extends from the
firewall where it has maximum depth all the way rearwards to the main spar
where it has zero depth. I started with a flap that was hinged at the
firewall and could close off the outlet completely for drag reduction in the
glide mode but no matter what angle it deflected down in the open position
it would not allow enough air to exit. I then fitted sides to the flap so
that air could not spill around the flap satisfying the low pressure created
directly behing the flap. This improved it but was still not enough. I then
cut and hinged the flap in half (side to side) so that with the same
movement of the actuator arm I got more than double the deflection. This did
not improve anything as the smallest part of the tunnel was now at the new
hinge line and was actually a restriction.

I then cut a slot in the bottom of the cowl roughly 50mm deep and 455mm wide
to which I added a deflector lip ahead of the hole. This gave a dramatic
drop in CHTs and OT as well.

The most efficient inlet for an oil cooler that we tested is an adjustible
flap that when closed, forms part of the cowl skin but when open presents a
thin lip to the incoming air that "slices off " a strip of the air as it
slips over the surface of the cowl. This duct was positioned on the
underside of the cowl to one side and half way between spinner and firewall.
The inside walls form a divergent duct of which the walls diverge an an
angle not exceeding 7deg. This is the most efficient way to slow the air
down and get pressure recovery without creating turbulence. The rear wall of
the duct is the cooler.

I hope that the above helps somebody to avoid a lot of headaches one day.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Darren Crompton" <kr.2s.dar...@gmail.com>
To: "KRnet" <kr...@mylist.net>
Sent: Tuesday, December 22, 2009 2:06 PM
Subject: Re: KR> COOLING ISSUES SORTED


Hi Dene,

Sounds interesting.  Can you talk more about the outlet position and what
area is working for you? Some photos of this and the oil cooler scoop would
be great to see too.


Cheers
-- 
Darren Crompton

KR> COOLING ISSUES SORTED

[Dene Collett]

Good day all

I thoiught I would just report that I have sorted out the cooling issues on the 
Jabiru powered whisper motorglider. I have learnt that the inlets are indeed 
big enough to let in enough air at the low speeds of the motorglider. The 
problem was with the outlet. I have learned that the centre of the cowl 
underside is not the ideal position for an outlet. Also the theory of 30% more 
outlet area as inlet is only valid at certain airspeeds.

As for the inlet for the oil cooler, we learned that the most efficient inlet 
is a slit in the underside of the cowl with a lip/scoop taking in air into a 
divergent duct. You would be amazzed at how small an inlet is necessary.

Thanks to all that gave advice on the subject.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> New subject - This is not KR!-- now cooling systems, general

[Dene Collett]

No offence taken but if I am not mistaken your aircraft has an aircooled
motor in it and has a cooling system to keep it cool while the engine is
producing power.
Although I am not installing the motor in a KR, it is aircooled and has a
cooling system which I would like to understand. I would have thought that
the commonality between the two would make the subject pertinent here but
maybe not on the corvair forum as that forum is dedicated to the corvair
motor only?? Then again the corvair has been used in many different aircraft
and each one of them has a cooling system.

A lot has been said about the ratio between the inlet size and outlet size
but not much has been said about the relationship between power produced
(heat), inlet size and airspeed. There has to be a relationship and a rule
of thumb formulae there.

According to a study I recently read by a german aeronautical engineer,
the traditional cooling systems are upside down. According to her testing
the lowest pressure area around the circumference of the cowl is on the top
and highest is in the centre on the bottom. Obviously with higher speed
aircraft like the KR ram air is enough to overcome this but the slower you
go the more difficuilt it gets to create that pressure differential
required.

Look at the outlets on a cirrus in relation to the power (heat) they 
produce. They
are tiny. The secret is airspeed as far as I am concerned. I am sure there
are VW powered KR's out there producing no more that 65HP with bigger inlets
and outlets. Either the owners of these KR's just hit the cooling bug with a
big stick and overengineered it to avoid problems or the inlets and outlets 
had
to be bigger due to the lower airspeed and therefore lower ram air pressure.
Fortunately the KR flies fast enough to be able to create a lower pressure
underneath in the higher pressure area to "suck" sufficiently.

Take Mark Langford's KR for example. AT 100MPH the ram air pressure is
already 4.92" water guage, at 120mph it is 7.09"wg.(figures obtained in an
old sport aviation article)  This alone is probably enough to cool the motor
without worrying about creating an outlet system to help "suck" out the air.
So, in theory, to cool a KR in cruise the outlet can be at static pressure
and it should cool just fine providing the inlets are correctly sized to let
enough air in and the outlet size is sufficient to handle the expanded air.
It is a little more complicaed that this I know but this is basically how it
works.(as I understand it).

Comments???

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> 3300 Jabiru to cool correctly

[Dene Collett]

I have tried all kinds of lips of various sizes at the exit to no avail. I 
also have an in flight adjustible flap that hinges down to open and close 
the exit which forms a hige "lip" when in the full open position. It also 
has sides as we thought the air being displaced by the flap was spilling 
round the sides of the flan satisfying the low pressure at the mouth of the 
exit.. no luck. The air inlets were sized the same size as the four 
seater Jabiru aircraft which uses the same motor. What was not taken into 
considderation was the fact that the motorglider flies at a much lower 
airspeed than the Jabiru. My next experiment is to enlarge the inlets and 
see what difference that makes.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: <lureloc...@aol.com>
To: <kr...@mylist.net>
Sent: Saturday, December 05, 2009 11:48 PM
Subject: Re: KR> 3300 Jabiru to cool correctly


The Jabiru directions recommend the lip on the  lower opening plus the
outlet opening be three times the size of the inlet. 

KR> New subject

[Dene Collett]

Hi guys
As I only download email every three days or so, I have to sit and sift through 
a lot of e mail to find the interesting stuff. I consistently find certain 
subjects rehashed over and over so I thought I would start a new one.
I would like to start a thread on cooling systems or rather the theory of 
cooling systems.

I have been battling for months now to get a 3300 Jabiru to cool correctly in a 
Whisper motorglider. I have been through three different incarnations of 
cowl/cooler setups with little success. Either the cylinders cool sufficiently 
at the expense of the oil temps or vice versa. 
I have come to the conclusion that because of the low speeds obtained by the 
plane, it is no use looking at other GA aircraft for ideas for outlets. I think 
that in general motorgliders and low speed aircraft in general use more ram air 
cooling and just make their inlets big enough to allow enough air to pass 
through. The outlet is just a big hole at the bottom of the cowl. I have tried 
ducts that can be closed during gliding to minimize drag and shock cooling but 
with little to no success.
Unfortunately I do not have any education in aerodynamics or fluid dynamics so 
I am going by real world experience and testing.

Lets get a thread going here so we can all learn something.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> For Michael Amick

[Dene Collett]

Hi Michael
I tried to reply to your private message but it was returned. Is it perhaps 
your spam filter that is blocking my mail?
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> Re: KRnet Digest, Vol 351, Issue 323

[Dene Collett]

Hi Bob
Thanks for the information on the seat belt attachments.
For what it's worth, I attached my shoulder straps to the tailwheel 
attachment points by using a long length of webbing in order to get the 
shallowest possible angle and strongest mounting. I might change this to 
cables and shorter webbing strips.
My project is still a long way from flying so at this stage its all just 
theory.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Bob" <resa...@cox.net>
To: <kr...@mylist.net>
Sent: Monday, November 09, 2009 4:13 AM
Subject: KR> Re: KRnet Digest, Vol 351, Issue 323


The shoulder harness fastening points were in the reinforced hat shelf
behind the seats. 

KR> Phoenix Accident

[Dene Collett]

Wow, when I started reding this report I thought to myself that this would 
have been a perfect test for the seatbelt attachment system in the KR. I 
didn't have to sead much further to find my answer! Bob could you please 
explain exactly how the belts were attached and to what part of the 
structure.

Really sorry to hear that your plane was dameged. I can only imagine how you 
must feel. I had a taste of it recently when my project was bumped off its 
stands and fell on top of its retract gear legs that were stored on the 
floor underneath it, punching a hole through the bottom!
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Bob" <resa...@cox.net>
To: <kr...@mylist.net>
Sent: Friday, November 06, 2009 6:32 AM
Subject: KR> Phoenix Accident

KR> measuring cowling differential pressures

[Dene Collett]

Guys
After battling with cooling issues on a plane I am working on I decided to 
measure the pressure differential in the cowling. Being very difficuilt to hold 
a manometer perfectly vertical it was decided to use either an electronic 
measuring device or make up something ourselves.
One of my friends remembered an article in an old issue of Sport Aviation where 
an ASI was used. We copied this method and it works great.
Simply run your pitot line into the cooling plenum/chamber (high pressure) and 
run the static to the underside of the motor (low pressure) and go fly.
30MPH/26.1K = .44"WG
40MPH/34.8K = .79"WG
50MPH/43.5K = 1.23"WG
60MPH/52.2K = 1.77"WG
70MPH/60.9K = 2.41"WG
80MPH/69.6K = 3.15"WG
90MPH/78.3K = 3.99"WG
100MPH/87K = 4.92"WG
110MPH/95.7K = 5.95"WG
120MPH/104.3K = 7.09"WG
You are looking for a reading of around 100mph (4.92"wg) or better to cool 
efficiently. 
I hope this information will benefit somebody.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> vinyester vs polyester

[Dene Collett]

Hi guys

About eight years ago I built a fuel tank for my boss's inflatable boat. The 
tank was made of polyester and in two halves. I was also concerned with the 
fuel attacking the resin so I sourced a coating from a local paint supplier 
that is a food grade coating impervious to just about anything. It was very 
thick and sticky and very difficuilt to apply but that tank is as good as 
new today after eight years. I forget the name of the coating but could 
probably find out what its called.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa 

KR> Wiring diagram for King KT76 transponder wanted

[Dene Collett]

Hi Willie I have the drawing you are looking for. Give me your fax number 
and I will fax it to you.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Willie van der Walt" <touri...@intekom.co.za>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, September 03, 2009 6:48 AM
Subject: KR> Wiring diagram for King KT76 transponder wanted


I am looking for a wiring diagram for a King KT76 transponder. Looked all
over on the net but can only find one for the KT76A.  If anyone can help
please e-mail it to touri...@intekom.co.za


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KR> ICOM IC-A200

[Dene Collett]

Hi Eric

Thanks to you and the others who replied to my request for help. I have the 
info I need and have finished the installation.
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa
- Original Message - 
From: "Eric Pitts" <eric.pi...@starband.net>
To: <kr...@mylist.net>
Sent: Saturday, August 08, 2009 2:12 PM
Subject: Re: KR> ICOM IC-A200



>Try this link
http://www.aeroelectric.com/Installation_Data/Icom_A200-210_Wiring_D.pdf

KR> ICOM IC-A200

[Dene Collett]

Hi guys
I am busy doing a revamp of an instrument panel here and desperately need the 
pinout diagram for an ICOM IC-A 200 panel mount tranceiver to mate it up with a 
softcomm intercom system. Any help would be greatly appreciated. I have looked 
on their websight and the download does not have what I need. Thanks
Regards
Dene Collett
Avlec Projects cc
Port Elizabeth
South Africa

KR> Dene Collett's plenums

[Dene Collett]

Mark L wrote: "The first guy I saw do this was Troy Petteway,
but his weren't nearly as complex as this one!"

Mark Thats why I don't think I will be producing these in bulk. To take a 
mould off of it would be nightmare.
If I get enough interest in them I might be persuaded to make a silicone 
mould and produce them from that. Unfortunately, apart from being expensive, 
the resins are not too good for the silicone and would probably only be good 
for 20 or so products.

Regards
Dene Collett
South Africa 

KR> Forget me nots and plenums

[Dene Collett]

Hi gang
Thanks for the info and advice regarding the cooling tin, I will be contacting 
Revmaster tomorrow as soon as I get the serial number off the motor in my shop.

I will send pics of the plenum to those that reem tomorrow as all I have at the 
moment is a very low res pic taken with my cellphone just after it had been 
painted on the bench.

Regards
Dene Collett

South Africa

KR> forget me nots and plenum

[Dene Collett]

Hi guys
I have two REVMASTRER motors and an AEROVEE motor in my shop of which all but 
one (brand new, never used Revmaster) have no lower cooling tin "forget me 
nots" installed'

I know that Revmaster motors are assembled and test run by Revmaster themselves 
so my question is: Was this cooling tin left out on purpose or was it forgotten?

As far as I know, it is not possible to cool these motors properly without 
these vital pieces.

Comments please, this motor is about to be put into a new Whisper motor glider 
that I am building for a customer.

On another note, I have just finished building a composite cooling air inlet 
duct and plenum chamber fot the type1 VW motor. It should fit under just about 
any cowl and seals perfectly to the motor for maximum efficiency. If anybody 
would like to see what it looks like email me off list and I will send you a pic

Regards
Dene Collett
South Africa

KR> fuselage damage

[Dene Collett]

Hi guys

Havn't checked mail for a few days. Thanks to those who responded to my post 
re the hole punched through the bottom of my fuselage. What I neglected to 
say was that the hole was big enough to put my foor through. I am ready to 
scarf in the replacement bay ply and will be making the scarf width as wide 
as the crosspieces are ie. 5/8". I know this is a little shy of what is 
required but I'm sure it will be plenty strong

Dene Collett
South Africa 

KR> fuselage damage

[Dene Collett]

Hi people

The other day while moving a customers revmaster motor I managed to bump my KR 
fuselage boat off its stands. It fell on top of the retract gear that I had 
been storing on the floor under the plane which punched a hole through the 
bottom of the fuselge just ahead of the rear spar. There is no damage to the 
longerons or any of the cross members.

I have cut out the entire bay's ply and am preparing to splice in a replacement 
piece. 
My question is : Making the splice width wider than the 5/8 longerons and 
crosspieces is going to be difficuilt to hold down for curing beyond the edge 
of them. I know the 5/8 is a little shy of the accepted scarf width for the 
2.5mm ply but will it make that much difference?

Dene Collett
South Africa

Re: Réf. : KR> Spitfire

[DENE COLLETT (SA)]

Serge,
It is highly likely that that sea fury is the one based here in Port
Elizabeth now. It belongs to Stu Davidson of Seaview Aerobatics amongst
something like 15 other aircraft including a L29 Delphin jet and a scale
Spitfire.
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -
From: Serge VIDAL <serge.vi...@sagem.com>
To: KRnet <kr...@mylist.net>
Sent: Monday, October 10, 2005 10:37 AM
Subject: Réf. : KR> Spitfire


I was lucky enough to share my hangar for a few months with a couple olt
timer aircraft, including a pristine Spitfire. That was at Rand Airport,
South Africa. The Spitfire flew reasonably often, and that was quite an
inspiration. Sadly, the aircraft was sold and flown to a new base, and the
new owner was killed when he crashed it a few weeks later. I think that
was the last example flying in South Africa.

We also had a Sea Fury based there for a while. That one was not as nice
looking as the Spitfire. It was a monster, with a huge engine, very apt at
converting a lot of fuel into a tremendous amount of noise!

Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France





Frank Ross <alamo...@yahoo.com>

Envoyé par : krnet-bounces+serge.vidal=sagem@mylist.net
2005-10-09 16:17
Veuillez répondre à KRnet
Remis le : 2005-10-09 16:17


Pour :  KRnet <kr...@mylist.net>
cc :(ccc : Serge VIDAL/DNSA/SAGEM)
Objet : KR> Spitfire



When was the last time you saw a Spitfire fly over
your neighborhood? I just did.
Went for a walk and heard a plane approaching.
Civilian planes fly over our bases here all the time,
so I wasn't surprised, but did look because there was
just something about the sound. It was unmistakenly a
Spitfire! Flying West to East. Beautiful!
There are a fair number of Spits restored and flying
in Britain but it is a real treat to see one fly over
just out for a spin and enjoying a great plane on a
great day.
Thought you would like to know.
Frank
PS, KR, KR, KR. Okay, that's the KR part.

Frank Ross,
EAA Chapter 35,
San Geronimo, TX
RAF Lakenheath, Suffolk, England, UK
Visit my photo album at:
http://photos.yahoo.com/alamokr2




__
Yahoo! Mail - PC Magazine Editors' Choice 2005
http://mail.yahoo.com

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Re: Réf. : KR> Carb Ice

[DENE COLLETT (SA)]

Serge, WEC did ice once that I know of. Motor ran rough for a bit but was
sorted out with WOT and change of altitude I think (long time ago).
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -
From: Serge VIDAL <serge.vi...@sagem.com>
To: <brokerpilot9...@earthlink.net>; KRnet <kr...@mylist.net>
Sent: Thursday, September 29, 2005 7:35 PM
Subject: Réf. : KR> Carb Ice


OK. I would not like anybody to get me wrong on this issue, and be accused

KR> Nose Gear question

[DENE COLLETT (SA)]

Hi Pat
Well, there is nothing special about my gear except that it will retract.
The mains will be mounted to the wing attach fittings on the wing stubs and
retract towards the fuz with gear doors closing behind them. My nose wheel,
sorry make that training wheel, will also retract into a hole cut between
the
spar and 1/4" floor ply carrying the rudder pedals. The leg will be hidden
in a recess in a foam extension of the fuz much like Mark L's.There will
also be a door closing behind the wheel. The whole system will be
hydraulically actuated by an electric/hydraulic pump. As a backup the system
will be fitted with a manual bypass valve located in a convenient spot that
can be opened if the pump fails. This will allow fluid to flow directly from
the one side of the rams to the other without passing through the pump.
Extension will be assisted by regular automotive gas struts and gravity.
In short, if the pump fails: slow down, open bypass valve, gear extends and
locks and is not able to be retracted without hydraulic pressure.
The automatic extension system is merely a pressure switch contact hooked to
the or another pitot line in
parallel to the gear down contact with an interlock preventing simultaneous
selection of gear up(manually after take off) and gear down(automatic before
sufficient speed has been reached).
So far I have the main gear legs welded up and am working(slowly) on the
retract system. I will only be able to build the nose gear once I have an
engine mount for the corvair motor that I also don't have YET. Don't hold
your breath, this could take a while.For a look at what I will be doing,
take a look at the "infinity" aftermarket retract system they sell for the
canard range of aircraft. My retract system will work with small hydraulic
rams just like theirs. Now to find someone who can make me two custom
hydraulic rams.
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -
From: patrusso <patru...@sover.net>
To: KRnet <kr...@mylist.net>
Sent: Monday, September 19, 2005 11:44 PM
Subject: Re: KR> Nose Gear question


> Dene
> Can you share the how to build and tuck the nose wheel bit with us?
> Pat
> - Original Message -
>
> > I will wimp out and fit mine with a "training wheel" but nobody will
know
> > anyway. It will be tucked away inside the fuz in flight with the mains.
> >
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> taildraggers revisited

[DENE COLLETT (SA)]

KR heads, My words weren't even cold when I got the following news.
The first customer built Whisper motor glider which was built in record time
was groundlooped during taxi testing. The test pilot got airborne
unexpectedly, got a fright, cut power, stalled it and came down hard. Once
sideways, its leading wheen rim broke and the gear dug in. the gear leg was
ripped off, wing tip damaged and the prop broken.
Lucky the Whisper is a strong little plane, it was repaired in record time
and is apparently undergoing further "taxi testing".
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

KR> Friday market day

[DENE COLLETT (SA)]

This one is for the South Africans amongst us.
I have decided to splash out on a dragonfly canopy for my project so my
standard bubble canopy is up for sale. It has a frame, roll over bar and
strong points for the attachment of canopy latches. It has bought new and
has never been more than two metres above the ground.
My e-mail address is below.
Thanks
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

KR> Nose Gear question

[DENE COLLETT (SA)]

As they say, "There are only two types of taildragger pilots, those that
have ground looped ond those that are going to in the future"
I am sorry but it has taken me ten years of skimping here and there to rake
together enough money to get my plane where it is today. I have seen too
many reports of guys spending years building their pride and joy only to
have it trashed before the first flight due to a ground loop.
I will wimp out and fit mine with a "training wheel" but nobody will know
anyway. It will be tucked away inside the fuz in flight with the mains.
Now I hear someone saying that one day I will forget to extend them, maybe
but it will be fitted with an automatic system like the Lancair that extends
the gear when the speed drops below a certain level.
Different strokes for different folks I guess. At least he built it and IS
flying it, unlike some of us myself included.
Mark, you can park your trycycle next to mine anyday!
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -

> (Best solution:  Dump the training gear)
>
> Steve Jacobs
> Zambia
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
> ___
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>

KR> hurricane

[DENE COLLETT (SA)]

Please tell me that wasn't a KR lying upside down on the tarmac that I saw
on the news tonight!!
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

KR> glassing wings etc

[DENE COLLETT (SA)]

Here we can get a biaxial glass of 410 grams/sqm that is actually two layers
of unidirectional glass lightly stitched together at +/- 45 deg as it comes
off the roll. No cutting at 45 deg and no overlaps (high spots) to contend
with when fairing. Just lay the roll at the root and run it to the tip. A
sacrifical layer of deck cloth over that will take care of most pinholes and
give a surface that needs very little filling.
TIP: Just after doing the layup, sprinkle a generous amount of micro over
the entire surface and gently rub it in to the weave. If your hands start to
drag then you have too little micro. Be sure to wear gloves for this part.
Allow to cure and sand away the excess micro and into the deck cloth for a
good finish.
As the famous saying goes: " Your milage may vary"
Regards
Dene Collett
KR2S builder
Freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

KR> Vision LSA alternative

[DENE COLLETT (SA)]

Try the Whisper motor glider at 5 litres/hour at 105km/h! (don't think it
makes LSA though)

Regards
Dene Collett
KR2S builder
freelance whisper assembler
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -
From: Wheeler Express Builder <b...@wheelerexpress.com>
To: KRnet <kr...@mylist.net>
Sent: Wednesday, August 17, 2005 9:53 PM
Subject: Re: KR> Vision LSA alternative


> now that gas is hitting $3.00 a gallon.  Five gph is starting to sound
real
> good.
>
> Bob
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

Re: Réf. : Re: KR> Continental ----Serge

[DENE COLLETT (SA)]

Serge, I told Rob about your wings not conforming with the RAF48 plots. He
told me to tell you that he used the ROB48 airfoil in stead which works much
better.
Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net

KR> RETRACT ARTICLE

[DENE COLLETT (SA)]

Hi guys/gals
I am trying to identify an article that appeared in a magazine in April
1982. The article refers to the construction of a manual tricycle retract
system for a KR. i only have a very bad copy of one page showing the
workings of the system which looks much like Ron Eason's (main gear anyway).
Can anybody perhaps identify what mag the article appeared in and better
yet, if someone has the article, could they scan it and send it to me
please.
Thanks
Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net

KR> ailerons

[DENE COLLETT (SA)]

Hi Guys
After reading the posts regarding aileron spars and the like, I thought it
appropriate to let you know of another way to do it without using wood at
all. As some of you know, I am involved with building Whisper motor gliders
and as the designer is a friend of mine I was lucky enough to see how he
built his. The wing of the Whisper is built much like the KR except that it
has only one really strong glass spar. Where the ailerons were cut out all
he did was 1) before glassing the wings he marked the aileron cutouts on the
foam with a fine marker. 2) Placed a strip of peelply about 1.75" wide
centred on these cutlines. 3) after wingskins have cured the ailerons were
cut out on these cutlines leaviing half the peelply on the wing and the
other half on the aileron. 4) The peelply was then ripped out takink with it
most of the foam between the skins to the depth of the peelply. 5) After
sanding the foam smooth the "C" section was then glassed with BID at 45deg.
6) The upper skin which was to receive the extruded piano hinge was
thickened by adding extra layers to the top skin inside the "C" section
untill the hinge no longer protruded above the wing contour. After curing
the hinge was fastened with countersunk AN rivets (I think). The aileron was
given the same treatment.  To remove the aileron, the pins were made
removeable.
Since the ailerons on the Whisper are only slightly longer than the KR's and
the prototype Whisper has by now clocked up around 200 hours I see no reason
why this method can not be adopted on the KR, mine will be done in this way.
Comments?? I do have a picture here somewhere if anybody is interested.
Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net

- Original Message -
From: Lee Van Dyke <l...@vandyke5.com>
To: KRnet <kr...@mylist.net>
Sent: Friday, July 15, 2005 7:18 AM
Subject: KR> ailerons


> Netters
>
> Per the plans, there is no glass wrapped around the rear portion of the
wing sealing the wood for the aileron.  Am I correct???.  Has anybody had a
problem with that wood coming loose fron the foam??
> If you were me and wanted to secure the wood a little better, what would
be the easiest and best way to get it done???
>
> Lee Van Dyke
> Mesa AZ
> l...@vandyke5.com
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
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>

KR> test

[DENE COLLETT (SA)]

Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net
mailto: dene.coll...@telkomsa.net

KR> Whisper assembly service

[DENE COLLETT (SA)]

Hi Murray
My name is Dene Collett. I was asked by Russell Phillips to give you a quote
to
assemble your Whisper kit for you to approximately structurally complete.
That would be the two fuselage halves bonded together, the landing gear and
bulkheads bonded, the fin spars bonded in as well as the right fin skin. The
wing carry through spar bonded in place and the wings rigged properly. The
firewall and strengthening laminations all bonded in as well as the
stainless steel covering on the forward side.
My price for the above is ZAR 22,000. For any queries I can be contacted at
home on tel:
2741 3792394 or on cell +27845805003 .
I look forward to hearing from you soon.
Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net

KR> sorry

[DENE COLLETT (SA)]

Sorry guys, that last e-mail was not meant to be sent to the group but a
private individual.
Regards
Dene Collett
KR2S builder
South Africa
mailto: dene.coll...@telkomsa.net

KR> I flew N56ML...

[Dene Collett (SA)]

A HUGE CONGRATULATIONS to you from the other side of the big pond. Fantastic
news!!
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za


- Original Message -
From: Mark Langford <n5...@hiwaay.net>
To: KRnet <kr...@mylist.net>
Sent: Sunday, May 22, 2005 22:18
Subject: KR> I flew N56ML...


> ...and both plane and pilot landed intact

KR> Re: PC help

[Dene Collett (SA)]

Hi Guys/Gals
just a short note to say thanks to all those who sent advice to try and solve 
my PC problems. There are really too many private e-mails to answer every one 
but I assure you that I will try all the advice given.
Thanks again
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> another update

[Dene Collett (SA)]

Mark, Didn't you find that if faced with a problem that you just couldn,t
master even after repeatedly trying over and over, just getting out of the
plane for a while and doing something else to get your mind off it for a
while and then getting back in and trying again would give major
improvements in the way you handle it. (Phew)
I found that when on a long trip (3.5 hrs) in the right seat of my friend's
KR (now owned by Serge Vidal) I was given control just after climbout for
the entire trip and just couldn't keep it straight and level. The thing was
like a dolphin swimming in the sea the whole flight no matter what I tried.
On our return trip three days later I was once again given control and to my
surprise somehow my brain had worked out the kinks and I could maintain
level flight indefinately with very little effort.
Good luck with that first flight, I suppose I will have to set my screen
resolution to max to be able to fit your smile in soon.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za


- Original Message -
From: Mark Langford <n5...@hiwaay.net>
To: KRnet <kr...@mylist.net>
Sent: Thursday, May 19, 2005 06:43
Subject: KR> another update


> KRnetHeads,
>
> Keep in mind that as of sunset yesterday, I felt ready to fly my plane.
So this morning I went out to get some MORE practice, and had 20 high speed
runs in before the FBO opened at 8AM.

KR> ZS-WEC

[Dene Collett (SA)]

Serge,
If it's any consolation, I only really made one 3.5 hour trip in ZS-WEC. On the 
return trip I got a flight from Margate to 43 Air school in Port Elfred in a 
Yak 18t and from there I hopped in with Rob for the last leg to Port Elizabeth. 
This was all in 1998 to the EAA convention held at Margate that year. All in 
all I have about 8 hours in your plane.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> need PC help

[Dene Collett (SA)]

Hi guys 
Can anyone please help me with a problem that I have with my PC (Off line).
I know this is not kr related but I am desperate and request all replies to be 
off list.
All of a sudden my PC  comes up with the message that it can not locate file " 
cmicnfg.cpi" when booting up. If I accept this by clicking OK, the PC works 
normally. When it comes time to shut the PC down it freezes as soon as you 
select "shut down" I am running windows 98SE.
Just to make this legal, I received a Corvair motor on loan this past week end 
so that I can give it a good look through to get familiar with it and to 
measure it up to construct a temporary mount. It still has all its tin, carbs, 
fan, etc on it and was really surprised at its size compared to a VW.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> N1213W

[Dene Collett (SA)]

Can someone tell me who is the owner of N1213W please. Is he on this list, I 
would like to get in touch with him. This must surely be the slekest KR out 
there!
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> wing ridgidity

[Dene Collett (SA)]

Since my retract gear is attached to a tube running between the front and rear 
spars that locates in a self aligning bearing/bush at each end much like the 
head of a rod end bearing which is attached by the WAF bolts to the spars, my 
question is: How ridgid is the wing with regard to the distance between the two 
spars once the skin is laid up (Mark L style skins)?
For those that have seen the lancair 360 gear, mine is very similar where it 
attaches to the wing spars which means that if the spars move approx 1/2" 
further apart, the gear will become "unplugged". My stubs are not yet skinned 
and the rear spar is able to move forward and back with very little effort. How 
much force would it take to cause the wing to "stretch" once skinned and 
attached to the outer wing?
I suppose I could put a wrap of uni-directional tape around the wing in the 
area of the WAF's??
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> wing ridgidity

[Dene Collett (SA)]

Thanks guys for the replies to my query, I think I will add a tape or two of
carbon or uni glass around the end of the stub just to set my mind at ease.
My worry is hitting an obstacle (mole hill,etc)on a rough strip and causing
the gear leg to rely on the wing skin to transfer the backward force of the
jolt from the rear spar to the forward spar without deforming the wing
enough to "unplug" the gear tube from its pivot bearings at the WAF's.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za
- Original Message -
From: Martindale Family <johnja...@optusnet.com.au>
To: KRnet <kr...@mylist.net>
Sent: Monday, April 25, 2005 02:13
Subject: Re: KR> wing ridgidity


> Hi Dean
>
> That sounds like a neat way to do it.
>
> My question is how do you get the wheels to finish up forward of the main
> spar (assuming a tail dragger) after extension from wells located between
> the spars? Do you somehow have the main tube running at an angle between
the
> spars?
>
> Also, how far out is your pivot from the fuselage? I guess that having it
at
> the ends of the stubs would allow the longest gear legs but then more stub
> distance and leg length would promote more twist between the spars which
> seems to be your concern. I think some uni-directional or carbon fibre
> strap, especially across the bottom of the wing between the pivot brackets
> wouldn't be a bad thing but I've no engineering analysis to support that.
>
> >From vague memory, my TC has his gear legs hanging off an extension of
the
> tube you mention that goes through the centre of the main and stops in the
> wing nose. His gear then folds up into the leading edge wing root fillet
> which is enlarged to allow it, that is, his legs and wheels all tuck away
> forward of the spar.
>
> I prefer your arrangement Dean but it would mean no stub fuel tanks...hmmm
>
> John
>
> The Martindale Family
> 29 Jane Circuit
> TOORMINA NSW 2452
> AUSTRALIA
>
> phone: 61 2 66584767
> email: johnja...@optusnet.com.au
> - Original Message -
> From: "Dene Collett (SA)" <dene.coll...@telkomsa.net>
> To: "KRnet" <kr...@mylist.net>
> Sent: Monday, April 25, 2005 6:27 AM
> Subject: KR> wing ridgidity
>
>
> > Since my retract gear is attached to a tube running between the front
and
> rear spars that locates in a self aligning bearing/bush at each end much
> like the head of a rod end bearing which is attached by the WAF bolts to
the
> spars, my question is: How ridgid is the wing with regard to the distance
> between the two spars once the skin is laid up (Mark L style skins)?
> > For those that have seen the lancair 360 gear, mine is very similar
where
> it attaches to the wing spars which means that if the spars move approx
1/2"
> further apart, the gear will become "unplugged". My stubs are not yet
> skinned and the rear spar is able to move forward and back with very
little
> effort. How much force would it take to cause the wing to "stretch" once
> skinned and attached to the outer wing?
> > I suppose I could put a wrap of uni-directional tape around the wing in
> the area of the WAF's??
> > Regards
> > Dene Collett
> > South Africa
> > KR2SRT builder
> > mailto: dene.coll...@telkomsa.net
> > www.whisperaircraft.co.za
> > ___
> > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> > please see other KRnet info at http://www.krnet.org/info.html
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> wing ridgidity

[Dene Collett (SA)]

Kevin
My system is a tri gear arrangement and therefore it retracts between the
spars and the pivot is 71mm up from the bottom of the main spar and 22mm in
from the end of the main centre spar.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za
- Original Message -
From: Golden, Kevin <kevin.gol...@churchdwight.com>
To: 'KRnet' <kr...@mylist.net>
Sent: Monday, April 25, 2005 15:24
Subject: RE: KR> wing ridgidity


> Is anyone building a KR landing gear to be more like the Wittman gear?  I
> would like to build the gear to come off of the motor mount like the RV's,
> Tailwind, T18, etc, but with a bit of a mixture of gear like the Titan
> Tornado has.  In other words, with Wittman gear, but instead of tapered
> steel gear legs, they would be fiberglass rods.  This is for the KR1.  Now
> the load is on the firewall.
>
> Kevin.
>
>
>
> -Original Message-
> From: Martindale Family [mailto:johnja...@optusnet.com.au]
> Sent: Sunday, April 24, 2005 7:13 PM
> To: KRnet
> Subject: Re: KR> wing ridgidity
>
> Hi Dean
>
> That sounds like a neat way to do it.
>
> My question is how do you get the wheels to finish up forward of the main
> spar (assuming a tail dragger) after extension from wells located between
> the spars? Do you somehow have the main tube running at an angle between
the
> spars?
>
> Also, how far out is your pivot from the fuselage? I guess that having it
at
> the ends of the stubs would allow the longest gear legs but then more stub
> distance and leg length would promote more twist between the spars which
> seems to be your concern. I think some uni-directional or carbon fibre
> strap, especially across the bottom of the wing between the pivot brackets
> wouldn't be a bad thing but I've no engineering analysis to support that.
>
> >From vague memory, my TC has his gear legs hanging off an extension of
the
> tube you mention that goes through the centre of the main and stops in the
> wing nose. His gear then folds up into the leading edge wing root fillet
> which is enlarged to allow it, that is, his legs and wheels all tuck away
> forward of the spar.
>
> I prefer your arrangement Dean but it would mean no stub fuel tanks...hmmm
>
> John
>
> The Martindale Family
> 29 Jane Circuit
> TOORMINA NSW 2452
> AUSTRALIA
>
> phone: 61 2 66584767
> email: johnja...@optusnet.com.au
> - Original Message -
> From: "Dene Collett (SA)" <dene.coll...@telkomsa.net>
> To: "KRnet" <kr...@mylist.net>
> Sent: Monday, April 25, 2005 6:27 AM
> Subject: KR> wing ridgidity
>
>
> > Since my retract gear is attached to a tube running between the front
and
> rear spars that locates in a self aligning bearing/bush at each end much
> like the head of a rod end bearing which is attached by the WAF bolts to
the
> spars, my question is: How ridgid is the wing with regard to the distance
> between the two spars once the skin is laid up (Mark L style skins)?
> > For those that have seen the lancair 360 gear, mine is very similar
where
> it attaches to the wing spars which means that if the spars move approx
1/2"
> further apart, the gear will become "unplugged". My stubs are not yet
> skinned and the rear spar is able to move forward and back with very
little
> effort. How much force would it take to cause the wing to "stretch" once
> skinned and attached to the outer wing?
> > I suppose I could put a wrap of uni-directional tape around the wing in
> the area of the WAF's??
> > Regards
> > Dene Collett
> > South Africa
> > KR2SRT builder
> > mailto: dene.coll...@telkomsa.net
> > www.whisperaircraft.co.za
> > ___
> > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> > please see other KRnet info at http://www.krnet.org/info.html
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>  *The information contained in this message may be confidential and/or
subject to legal privilege, and is for the use of the intended addressee
only.  Any unauthorized use, dissemination or copying of the information in
this message is strictly prohibited.  If you have received this message in
error, please notify the sender immediately and delete this message.*
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> crank correction - shot in the dark V2

[Dene Collett (SA)]

Once when my buddy owned a KR with a type IV, it developed a slight
vibration (not nearly as harsh as yours) which was more noticeable at
certain RPMs. After tearing it down it turned out to be slightly worn wrist
pin bushes. After replacing them, it was good as new again. Just a thought.
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> Correction on Crank

[Dene Collett (SA)]

Just a shot in the dark here but is your engine mount and its attachment to
the firewall as well as to the motor secure?
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za
- Original Message -
From: Steve Glover <kr...@cox.net>
To: KRnet <kr...@mylist.net>
Sent: Friday, April 15, 2005 4:29 PM
Subject: RE: KR> Correction on Crank

KR> manifold pressure & differential pressure

[Dene Collett (SA)]

Hi guys
For those looking for a differential pressure guage, I have got an "RS" 
catalogue at work in which I remember seeing a really tiny differential 
pressure instrument. It looks like a plastic casting with two "nozzles to 
attach the two sources of pressure. These are electrical instruments which I 
think have an output of 4mA - 20mA which will need some sort of anunciator on 
the panel. I will check it tomorrow (If I remember).
Regards
Dene Collett
South Africa
KR2SRT builder
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> 4130 plate

[Dene Collett (SA)]

Hi guys,
I have a piece of 4130 steel plate and was wondering which way the grain runs. 
All I can see on it is the original printing. (It must have had a bit of 
surface rust on it at some stage which was removed with some emery cloth). I 
would assume that the grain runs parrallel to the printing?? Any suggestions??
Regards
Dene Collett
South Africa
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> 4130 plate

[Dene Collett (SA)]

Thanks Brandt, that confirms my suspisions. I want to bend the stuff to its
minimum radius so I thought it best to get the grain orientation right to
ensure the strongest part possible.
Regards
- Original Message -
From: Brant Hollensbe 
To: KRnet 
Sent: Thursday, March 24, 2005 1:15 AM
Subject: Re: KR> 4130 plate


> Dene
> You are correct.  The grain of metal is marked by the manufacture by the
way
> they print their name on the sheet

KR> Deihl pics

[Dene Collett (SA)]

Gear heads
Thanks to all who sent me pics of their deihl nosewheels. I now have exactly 
the info I wanted. Next is : Does anyone have a second hand one for sale and a 
way for me to pay for it. Remember I am in South Africa.
Thanks again guys.
Regards
Dene Collett
South Africa
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> Kr Costs...

[Dene Collett (SA)]

Stephen, what model Garmen was that? Just curious.
- Original Message - 
From: Stephen Jacobs 
To: 'KRnet' 
Sent: Sunday, March 13, 2005 8:56 PM
Subject: RE: KR> Kr Costs...


I was very happy with my new toy - it worked fine in the car but
> it would not work in the airplane.

KR> Deihl gear

[Dene Collett (SA)]

Hi guys/gals
Could someone who has the deihl nosewheel and can either take or has some real 
clear close up pics of the wheel and the fork please send them my way. The pics 
on the Deihl websight don't help me any. Thanks.
Regards
Dene Collett
South Africa
mailto: dene.coll...@telkomsa.net
www.whisperaircraft.co.za

KR> For the SA members

[Dene Collett (SA)]

Hi guys
I am looking for a "Diel" nose wheel or similar. I don't need the gear leg,
just the wheel and the fork. Hopefully it is a 4" wheel. Can anyone in S.A
help me out?
Regards.
Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com

KR> Facet Pumps

[Dene Collett (SA)]

Your charger might only be supplying a half wave rectified sine wave which
literally clips off the negative half of the wave (pos side for those in OZ)
leaving a gap where it used to be. This is OK
for charging a battery but will not work properly as a supply for something
that needs pure DC.
 As for a "Facet "pump Not being able to pump air, all I
can say is "WRONG". The only reason I am alive today is because of a quick
thinking pilot that does not even know how to spell panic.A facet pump that
pumped air into the fuel line nearly cost both of us our life. Trust me it
DOES pump air, been there,seen it, learnt my lesson!
Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com


- Original Message -
From: "Joe Bienkowski" <joe...@verizon.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, February 18, 2005 3:22 AM
Subject: Re: KR> Facet Pumps


> First put a battery across the charger.  PUMP will NOT
> function properly on charger alone.

> Second, these pumps do NOT pump air!

KR> bending radius

[Dene Collett (SA)]

Hi again guys
Can someone give me the minimum bending radius for 1/8" 4130 plate (with and
across the grain).
Thanks
Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com

KR> main gear position for tri gear

[Dene Collett (SA)]

Hi Guys
I am busy building the main gear legs for my tri gear and was just wondering
where the other guys with tri gear configs have positioned their wheels with
regard to the rear face of the main spar. I am able to get the centre of the
wheel about 215mm from the rear face of the spar. I would be interested if
all those with tri gear configs and have the info available would send it to
me privately.
I was looking at John Shaffer's plane and it would seem that his wheels are
a bit closer than this. Is there not a standard percentage weight that the
mains should handle or is it ok as long as the wheels are behind the rear CG
limit.
Thanks.
Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com