KR> Turn around
Netters, I posted the message below two years ago on the Corvair site. Today the AOPA has posted a similar discussion. Good information.. http://www.aopa.org/training/articles/2011/110519impossible_turn_practice.html?WT.mc_id=110520epilot_sect=tts (I do not know if a login is required) from2009 For Anyone Interested, I found this about a year ago, it's is posted on the Lancair list. The subject line explains it all. The audio starts about 45 seconds in and it's almost 13 min. long. http://www.aerobats.com/seminar_02-07.html I'm not suggesting or presuming that anyone knows how or not how to make an engine out return to the airport with a landing. I am not going to look anything up for you and I only post the link for your education and knowledge and I'm not suggesting that you aren't educated and knowledgeable. Yes I know it's a 172 and I know that many/some/most of the readers here don't have one or use one. I have had an engine failure in a 182 at about 200-300 feet after takeoff and landed off airport without a scratch. That does not make me an authority. Your mileage may vary. Kevin --
KR> ANR Headsets
Greetings netters, Anyone that has used an ANR headset understands the noise comfort level when compared to a non-ANR set. However, they are usually pricey to say the least. A Bose aviation set with mic will cost $1,000. Other brands are not so pricey but don't have the same comfort level as the Bose. Bose makes a consumer headset, the QC15 that is an ANR headset, but without a mic. This set is $299.95 on the Bose web site. There is a company that makes an ad-on mic specifically for the Bose QC15 or the QC2. The price ranges for $225-245 depending on the plug connections. For you guys that want a quality ANR headset without the in-the-ear speaker, you might look into this setup. Many of the Regional airline pilots are using this setup with great success. Although the QC2 is discontinued, there are still new ones around and the prices are less than the QC15 and every bit as usable. http://www.uflymike.com/index.html Kevin Jarvis --
KR> Flight Prep Display
Hello everyone, I haven't been here in awhile, so don't know if this has been covered or not, but I want to share this. I have not found any company that is displaying real-time weather, usually XM Weather, on an iPad in flight. This is an Apple restriction. Flight Prep has an app called iChart, but it does not do any weather. ForeflightHD app is an excellent product for the iPhone, iPad, iPod and the Android phone with weather and charts. It does not do real-time weather unless you have a Wi-Fi or G3 connection. The Android and "i" versions are not the same either. It's free for 30 days if you want to check it out. If you are using an XM Weather receiver, most likely WX-Worx, and have it piped to a laptop, via Bluetooth, Ethernet or RS232 and you would like to see it displayed on your iPad, there is an easy way. Using an app called iTap, and there are some others that do the same thing, you can connect your iPad to your laptop using the RDP (Remote Desktop Protocol) and wha-lah, Flight Prep is on your iPad. You can see everything that you could on your laptop, it just may be smaller. Many other apps with charts are better viewing on the iPad than using RDP, ForeflightHD is one, but this is the only way that I have found to view real-time weather on your iPad rather than using a more bulky laptop. Connected to the iPad by Wi-Fi you can put your running laptop in the back, on a shelf etc., and use the smaller iPad and then tuck it out of the way when not in use. This system has been very handy in the airplane that I fly. Once the avionics switch is on, the bluetooth XM receiver powers up, I turn on the laptop, start FlightPrep (or not) and set it to connect to the Ad Hoc network. I then put it back on a rack out of the way. When I want to check real-time weather I take up the iPad and connect to the lap-top using iTap, open Flight Prep or even start it if I had forgotten and see all of the XM products that I have through Flight Prep just as if I was using the bulky laptop. Very slick. Yes of course you can use your $3,000 Garmin 696. But can you take the 696 with you anywhere and do email or browse the net, pay your bills, etc. To some this might seem like a duct-tape solution to get to see the weather on my iPad, but once I'm done looking I can stash the iPad in a very small space. And I have the iPad for other uses. I have no connection to any of these company's, I do not remember what any of the apps cost (not much) and your mileage may vary. Kevin Jarvis Ottumwa/Naples N5601T --
KR> TSA ruling will affect all of us
Today is the last day to comment on this threat to personal aviation: The Transportation Security Administration (TSA) is proposing new and sweeping restrictions on general aviation aircraft. The proposal (Docket # TSA-2008-0021), known as the "Large Aircraft Security Program" (LASP), would impose new and onerous security regulations and restrictions on owners, operators, pilots, and passengers, and on general aviation (GA) airports that serve "large" aircraft. As proposed, the LASP would apply only to aircraft with a maximum gross takeoff weight (MTOW) over 12,500 pounds. But new regulations just finalized by the U.S. Department of Homeland Security make it clear that the government considers *all aircraft* to be potential threats --- from 747s to hot air balloons.* * *http://www.eaa.org/govt/tsa.asp * *Kevin* --
KR> I-COM A200 PTT sw
The separate switch would not be an issue with a two position switch. The airplane that I fly has the momentary PTT for ATC. Move it the other direction for a "on" position ( it stays there) for the intercom. In between is off. The switch is mounted in the yoke and is not that large, actually round I think. This method turns off the intercom when the pilot broadcasts to ATC, however the second pilot can still hear the conversation through sidetone. When the pilot broadcasting to ATC is through, he can switch the PTT back to "on" and talk back and forth to the other pilot. The system uses two audio panels, but I'm sure that the I-COM could be wired to work in a similar manner. The separate switch for the intercom keeps ATC from hearing the other person if he/she were talking when the pilot was talking to ATC. > >Don't count on using the intercom. It is a real goofy arrangement that >needs a separate PTT switch for the intercom. What they were thinking when >they put in the "feature" is beyond me. > [snip] Kevin Jarvis N5601T
KR> near mid air KR and SomeOtherTwin
Mark L. Back on Aug 6 you wrote this: On the way back I had what was definitely the closest encounter I've ever had with another of the "aircraft" species. I was in some scattered clouds at 9,999' or so (any higher and I would've needed my transponder that's out being repaired) and admittedly not really looking hard for any other trafffic, since I rarely see anything up that high anyway, and I certainly wasn't looking west where the sun was frying me from. Something caught my eye to the west, and in about 2 seconds it went from a suspected bugsplat on the canopy to a KingAir or SomeOtherTwin that I was definitely going to hit. I never imagined how quickly something going 160 mph could converge on something going 250 mph from a right angle, but it happens so fast that it's futile to even consider watching out for. I was listening to the nearby Birmingham approach, and neither one of us was talking to him, although if I'd had my transponder working (it's on a workbench somewhere in the midwest), they'd have been watching out for me, at least. I'm not sure what the moral of this is, but it's the first (and hopefully the last) time I've thought to myself "if you don't haul back on the stick in the next half a second, you're going to hit that guy". I pulled up (I think I was supposed to dive) and then turned right to get a departing glimpse of him, but he was so far gone I never saw him again. I'm pretty sure he never even saw me. Just something else to contemplate on your next flight!<<< I am curious that no one had any input on the KRNet about this or maybe they emailed you off line or maybe you deleted it.. Did you file a NASA report ? By your own admission, you busted at least two FAR's, cruising altitudes and cloud clearances and likely two others, one being careless and reckless operation. The latter being the FAA catch-all to nail you for whatever happens that you might have been able to avoid, like looking around for other traffic. The freedom to use the airspace in your own KR or in the company jet is not without responsibility. Three weeks after your post, a glider and Hawker collided over the Nevada desert resulting in the destruction of the glider and thousands of dollars of damage to the Hawker. Fortunately everyone survived, but had the glider pilot not had a parachute that would not have been the case. This was a preventable accident, the glider pilot had his transponder off to save the battery, but that does not give him or the Hawker crew (that had TCAS, which would not have seen the glider without the transponder) any less responsibility to "see and avoid". You can Google "glider hawker midair" without the quotes to see the pictures. You mention that you didn't hear the SomeOtherTwin on Birmingham approach. 10,000 feet is usually a transition altitude for IFR traffic, the change over from approach to center or vice versa. The fact that he was at 10,000 would make me think that he was on an IFR flightplan regardless of who he was talking to. You were in his airspace. You wrote, " I'm not sure what the moral of this is, .." I think the moral is clear, very clear and I'm still surprised that none of the CFII's spoke up here. As for "..they'd have been watching out for me" referring to Birmingham approach had you had your transponder on, in 36 years of flying and several near heart-stoppers, I have had more misses while in "radar contact" than not. There is no substitute for me looking after me. I am not anyones Holy Ghost or their conscience and this is not intended to be a public rebuke, (maybe it should be) but in the thrill of the moment we as KR pilots or Gizmo pilots or whatever pilots, need to remember and adhere to the regulations, although sometimes we think they are restrictive, they have a purpose with a bottom line for safety, if not for us then for others. Selfishly, I don't want to find out that KR NET has closed down because of what might have happened to you Mark.. k.jarvis at mchsi.com
KR> blah, blah, blah, blah, blah the old days
On and on we go, about every couple of months. Endless drivel about tools, cat poop, ownership resolution, do-not archive, the Gathering, questions directed to specific members. BS, bs, bs, soda pop, Corvairs and WW and VW. (sort the list by subject and you'll see what I mean) On and on and on. New information under old unrelated subject lines, so you have to read every post. Then someone says, "..hey lets get back to building KR's ! " and it's ok for a couple of months. Or a couple of hours... Does anyone want a VHT-3 for their KR ? Probably not (some of you wouldn't know what they are). How about a Garmin 530 or 430 ? Oh yeah to that !! So why do we stick with an antiquated email/digest system when we can have a full blown multi-subject, multi-faceted forum. We could spew all of the BS that we want in the Cat Poop forum or go over to the tools section and spew some there or God forbid we go to the Ima Building a KR section and talk about any number of subjects like resin, landing gear, electrical, the airfoil, real building a KR subjects.. get the idea ? I received this from the admin of WingsForum.com at: http://www.wingsforum.com/index.php Sean said: I created this site because I was spending hours per day searching through emails trying to find information. Often even following an email thread could be difficult because the authors would change the email subject line. [end] I feel the same way as Sean. I thought that it was great when I found this group. I have an A and ATP and I can talk intelligently about airplane things, but I needed the "you build it information" that is here I don't need the BS, which a person wades through everyday, for several reasons, like the subject line. If we were all to migrate to Wingsforum, we could break down the subjects to read and post to and get just the information that we wanted AND it would be easy to find. Also permanent information could be posted as an uneditable "sticky" for everyone to easily find and read over and over. We could post pictures right to our posts. We could be notified by email when some one posted to our post. We could even have the same features that are here, email or digest list, the only difference would be the original message would have to be posted at WingsForum. The rest would be transparent. The features are well they are like using a GPS after the NDB. Those with the expertise would be invited to moderate those subjects that they are qualified for, such as the KR building and Mark L., for which he has already been invited to moderate. He might even get his KR finished if he weren't baby-sitting the BS here. Hey, there are guys here qualified for baby-sitting BS !! Sean went on to say: At first, Mark Langford sounded like he was very interested in slowly migrating both the KR and Corvair lists to the forums, but at some point it appears that he changed his mind. It was right about the time William Wynne left the Corvaircraft list. [end] Maybe WW would post his emails too. Only he can say. As for the naysayers, and Mark L. has said that a majority of users here do not want a change, go to Wingsforum, register and then snoop around. Make some posts over there and experiment with the settings. Post some of your pictures of Cat poop in the Hanger flying forum (sorry, No technical posts there). Post both your KRNet and Corvaircraft messages in parallel, here and there. You will see that it's like coming in out of the rain on a cold day. I read computer forums and I can tell you for a technical subject, there is nothing better than a well thought out forum. Building experimental aircraft and the subjects entailed is a shoo-in for a good forum. Yes Mark, I understand that you have built these lists from the git-go, that they are YOUR babies and I want nothing less than you and the others experts here to step up and moderate these details, but as for email/digest is passé and it's time to upgrade. Kevin Naples/Ottumwa N741T N410WA
KR> blah, [snip] blah the old days
Michael and those still reading, Archives are not the problem. Valuable information vs. the so much BS is the problem. I could care less about cat poop in the bushes, however, due to the nature of the users here, and you've probably seen some new subjects started on an old subject thread, the character of an email/digest forum is the problem. I try to read EVERY message because of this and it becomes a waste of time and anyone that says it doesn't happen often doesn't lurk here much. It happens often, way too often. Does your email client read the body of the subject mis-named messages and tell you that it's just so much fluff ? Can your email client sort all of the messages with a particular subject or word in the body of the message ? How many people here know what Linux is, yet alone how to code it ? Mark L. could fall down from a heart attack tomorrow or get killed by his FedEx loving dog. Any number of things could happen. Using a email/digest message system will not alter that. It is a moot issue to think nothing can go wrong. Besides, whoever is archiving it now can keep doing it and hopefully they will live forever. Michael Gaskins wrote: > Forgive another post on this thread which has itself gotten a little > off topic. > > I'll preface this by saying that I make heavy use of some forums for a > lot of my other hobbies, and I even went so far as to create my own > domain with a forum that I never really went out and advertised > (http://www.kitaircraft.info/phpBB2/index.php if anyone is > interested). The problem with web based forums for aircraft kits is a > question of archives. Most people prune the databases on forums > periodically (if only to save space), and if the website eventually > ceases to operate then even if they weren't expiring posts then all > that data is gone. > > With an e-mail based mailing list though, one can easily keep track of > the posts. My email client auto sorts all building lists into > appropriate MBOX formatted files and a Linux cron job then backs up > those files once per week in the case of hard drive crashes. This > level of archiving means that even if I don't have time to read the > list for a few days, or if something is brought up before I start > building (which I haven't started building), I can always go back and > reference that material. > > A web forum wouldn't work well for this sort of thing IMHO. > > Michael Gaskins >
KR> Ok I'll shut up
Since I have been flamed to DEATH off line, I will promise this to the KRNetters. I will NEVER make another post or ask another question except about building a KR.
KR> fire control in the engine comparetment
Greetings all.. Summit has a system. You can find it on their web site by searching on just the word "fire" in the search box. Another system can be found at: http://www.purplepatchmotorsports.com/firesuppprod01.htm which is the product of : http://www.firecharger.com/pageeight.html Jeg's lists theirs at "fire bottle" in the search box: http://www.jegs.com/cgi-bin/ncommerce3/ProductDisplay?prrfnbr=191814=361 What price safety.huh. The warning systems that use the "salt" that melts to make a circuit, will "reset" when the salt cools. Kevin N741T
KR> LED's revisited
I just got this from another list: Hey All, please be advised. We had an RV on the field that was denied > > Airworthiness because of LEDs. It is not universally excepted by all DAR's. > > I like the look and the power consumption but DAR used a luminosity testor > > and it did not meet lighting requirements. Im just the messenger. Buyer > > beware of sales pitches. These were the LED's for position lights. Now I am the messenger, this is information only. Kevin
KR> tip of the day
Greetings, Grease can also be used to remove the pilot shaft bushing in the standard trans engine crankshafts prior to modifications. Sand, grind, or carve a piece of broom handle or large dowel to just fit in the pilot shaft bushing. It should go into the bushing at least as far as the bushing is deep, maybe an inch or more. Fill the cavity and the pilot bushing with gun grease and then insert the "tool". Cover the base with a rage to reduce any splatter in the wife's kitchen and then smack the end of the tool with a hammer and the bushing will be hydraulically forced out of the crankshaft with minimal effort. Last week I was cleaning a Corvair oil pump housing that had the oil pump relief valve stuck in the bore due to corrosion (rust). I had been soaking it for over a week in Kroil trying to loosen it up, all to no avail. I saw WW at SNF and asked him what he would suggest. He said that he used a bent narrow brass drift to sometimes pry them toward the open end. I didn't have such a tool and none to bend either. But I did have a survey stake and some grease. The stake was not the lath size but a pointed 1x2 about 15" long. I carved the point into a square that would fit the channel that is at the end of the relief valve stop. Then I filled that cavity with grease and proceeded to smack that. Don't forget the rag, don't want to get mommas kitchen table messy. At first I thought that it wasn't working. Grease kept pushing out by the stake. You do want these to fit snug, and mine could have been better. Anyway I kept filling the cavity and tapping the stake and before long, wah-lah, grease squirted out the round hole where you can look in and see the side of the valve. I could move it then with a small pick. Moving it back and forth I finally got it out. Twenty minutes later and a partial sheet of emery paper for the valve and the bore, it was like new. Enjoy Kevin
KR> the internet: friend or foe?
Less filling and Tastes great!!! Internet groups such as KRnet are a prime source for both good information and bad disinformation. It's up to the reader to figure out who supplies the good data and who's full of BS. The down side to internet groups is that everyone with a keyboard is an expert while experience and credentials are meaningless. That's the part you figure out once you get familiar with the group. -Jeff Scott Sadly though, it is sometimes hard for the novice to figure out what is the pepper and what is the fly poop. Even some members with actual FAA credentials, A/AI etc., are full of BS. Maybe it takes a group of "experts" to expose some of the pepper Kevin and I too have stayed at a Holiday Inn Express
KR> Learn from my mistake.
Mark, As I was reading, I knew before I got to the answer what you had done, (or forgot to do). Why, ..because it was so familiar as a check list item on the Citation that I fly. The speed brakes will only extend at a particular power setting throttle position. Advance the throttles beyond that position and they will retract. I check that part of the system before every takeoff. That's a great feature for go-arounds when you have them extended on the final. 'Course you don't have the luxury of a power actuated speed brake, but you can rig a micro switch to the speed brakes and one to the throttle to activate a very bright light on the panel when they are extended and the throttle goes to some high power position. It would be only a little work and very little weight. And beside, a guy's butt can only digest so much seat fabric. Other. I think it's great that you are having so much Yeeehaaa. And I really enjoy your dialogs. Kevin and I too have stayed at a Holiday Inn Express
KR> Learn from my mistake.
Mark, Opps. I see that you do have a power board. Now it's even easier. Rig the switches to raise the board at high power settings. This would be easy for you since you are familiar with the aircraft anyway. Kevin and I too have stayed at a Holiday Inn Express
KR> W & B
Orma said here on KRnet: My original tail weight was #10. With the #120 of salt, >the tail weighed 60. When I input the #120 into my W & B >in the station for the pilot and passenger, I got one number. >When I put the numbers in as parts of the 120, placing 50 >at the tail and 70 at the passenger seat, the CG moved 2" aft. Why did you "put" 50 at the tail ? You didn't put #50 there did you ? Why did you part out the 120, do you plan on carrying a two part person ? The scale reading increase at the tail is a "result". Simple math Wt x Arm = moment. Total moment/total wt=arm (orCG). Were you sleeping during W class ?
KR> W & B
Orma, My apologies for my insensitive remark. I'm sure that you know W and did not sleep through it. kevin
KR> Aerobatic flight
This from an NTSB report: " According to Advisory Circular (AC) 91-48, ?Acrobatics?Precision Flying With a Purpose,? the Federal Aviation Administration (FAA) currently does not ?require the performance of ?pure? acrobatics maneuvers during the flight test other than the spin requirement for airplane flight instructor applicants. Therefore, the FAA has not been involved in establishing criteria for the performance of acrobatic maneuvers . . . .? Federal Aviation Regulation (FAR) 91.303 defines acrobatic flight as ?an intentional maneuver involving an abrupt change in an aircraft?s attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight.? In AC 91-48, under discussion of the definition of acrobatic flight, the FAA notes the requirement that occupants wear parachutes for maneuvers exceeding a bank of 60° relative to the horizon or a nose-up or nosedown attitude of 30° relative to the horizon " (this was one long paragraph, I have broken it to make it easy to read) Note, the reference to greater than 60 degrees of bank and greater than 45 degrees of pitch.. Can we then say, KR in Yeehaa.. Kevin
KR> Aerobatic flight (error)
opps, Note, the reference to greater than 60 degrees of bank and greater than 30 degrees of pitch.. NOT 45 degrees, as I typed the first time.
KR> Band saw blades.
Jack, Using Google and these words without the quotes "metal cutting bandsaw blades" brings up a plethora of hits, many of which have customs lengths for sale. You might also try Thomas at: http://www.thomasnet.com/home.html?homelogo=1=header They will have anything that you can think of listed ... Kevin N741T
KR> O-200 instrument markings
Brian, The correct limits will be listed on the Type Certificate Data Sheets. You will find that information here: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/MainFrame?OpenFrameSet It takes awhile to dig this information out, so be patient. No one in a Cessna 150 Users group can tell you that they have the "100% correct" information unless they are quoting the TCDS, but this is what was used when the engine was certified. Kevin
KR> Fit two people
Brian, I figured that someone would have jumped in there and answered your question, ...I had the same one once. If I recall, go ahead someone jump in here, the KR2 that I measured was around 34". I measured a 150 with the bowed doors and at the widest point measured at the window sills, I think it was 41". Any body ??? Kevin
KR> Fit two people - suspicious
SteveJ you said, Kevin / Brian You will find that most established KR builders become highly suspicious of anyone asking questiuons that suggest that they have not purchased plans yet. The KR2 and KR2s are the same in this dept - 34" wide. This should not be an issue as most every KR built deviates in terms of cockpit width. Widening the cabin by as little as 4" makes a big difference. SteveJ Brian made it clear that he didn't have the plans and that he was making a comparison. I have yet to notice anyone "highly suspicious" on this group about anything. So much so, that I borrowed a set of plans from a builder, we were strangers to each other, without questions, just to look at them. And he didn't even have my phone number or address. As for suspicion, it is a fact I have seen dubious remarks made here by noted "professionals" that to me are the root of ignorance or a total lack of experience if these persons are in fact "professionals". (do NOT interchange "professional" with "authority" ). I am suspicious of people whose email names are different than their group sign-on names.. people that don't know what spell-check is or have a lack of understanding of grammar and people that disregard Mark L.'s instructions for appropriate usage of this group. Maybe we can beat this horse to death let the beatings begin. Kevin N741T
Réf. : KR> Electronic Ignition
the link didn't work, but this one did, http://kr-builder.org/SergeVidal/ElectronicIgnition/index.html
KR> Tig welder
Jack Recently I was talking to a guy from Wilson door. They make the best hanger doors anywhere and they have an aluminum frame. I remarked to him that the repairman made very easy work out of a repair that I watched on a neighboring hanger with the TIG welder on their repair truck. We got to talking about welders and airplanes and such. He said that he had been to Oshkosh and that a fellow there set up and sold some kind of no-name-brand TIG welder. He said " ...if I were going to buy a welder, I would go to Oshkosh and look this thing over very closely again." What ever it was, it impressed a guy that has used the best to weld with. Maybe someone here knows about it Kevin
KR> Court post - Avemco
Guys, This is s simple. First, in the contract with Avemco or any other insurer, it's all in there in black and white. (I do not work for them). It is not an issue that you didn't see it or didn't know about it and "well, I thought.." just won't cut it, it just doesn't matter what you thought, only what's written and the fact that you agreed to it. The same goes for the FAR's. You can escape a lot of grief, if every time that you say to yourself, " I think" by pausing and then going and documenting what ever it is that you are thinking, whether it is the FAR's or fuel pumps or VE resin, bent spars or whatever. We as builders are the manufacturer and we should be proud of that, but we have to follow some rules and we have them or have the access to them. (I hate rules myself) This is just like what Cessna or Beech or Piper go through only it's probably easier for us. We/they make a change and the airplane is either recertified or issued a "temporary" certification. You/them make the change back and we go through the same gyrations again. You go back and forth twice and that's four configurations, forget the fact that two of them are identical to the other two. You are changing whatever the plane was last, not was once. Imagine that you have a one foot square block of steel that is certified by the FAA. You drill some holes in it, is it the same, no, and that's obvious. You have it recertified with the holes. You grow weary of the holes, weld them up and say that it's the same as the first configuration is it ? No, similar, but not the same. The FAA comes to look at it after the welds. You have done such a good job of welding and grinding that they don't know that it's different from the original. Is it the same even though they think so, no. And they (FAA) know that this can happen. Imagine this, you have a spare wheel identical to wheels that fit either your Beechcraft or your Cessna. You have a cracked wheel on one of them. Can you just put this wheel on in replacement of the cracked one ? Yes if it's the part number from the certification of the airplane, however, Beech and Cessna part numbers may be different for identical wheels made by the same vendor. Ask me how I know this. Here's another one. The GO-300 in the 175 Cessna can have a straight drive or angle drive starter. Only one was certified on the airplane. Can you arbitrarily use the other one if it fits, doesn't change the CG or the electrical load ? What if you sign off an inspection with the "wrong" starter on it ? Then what ? Ask me about that one. The FAA regulates these issues as if every change is a new item, it is not all that bad, after all we are operating in a nearly uncontrolled envoirnment, EXPERIMENTAL, we just have to dot the "i's" and cross the "t's". No big deal, after all any accident may ruin your life both physically and financially. We have all of the tools, the regulations and history at our disposal, we should never be caught it the hell of, "...well, I thought..." We even have the internet(I could have invented it, you know) I know that I would rather do the paper work or research up front than end up in court, that's what my insurance is for. One last point, if you operate an aircraft, any aircraft, that is not deemed airworthy by whatever standards the FAA uses, some as those noted above, you are in violation of the FAR's. If you are found out and the chances are slim that you will be, but it could happen, then you could face suspension or revocation of your license(s). Your insurance company would not look favorably on that if it happened, ...at least I don't think so.;-)(No, don't ask me about this one, it hasn't happened to me.) Kevin
KR> Court decision
This thread should die.. We live by the rules (I hate rules) and the contracts that we sign. No one says that we have to, we choose to. We are no different that the FAA or the insurance company. If you where asked to pay for someone's deliberate actions that were contrary to an agreement that you both signed, would you pay ? I don't think so. The FAA just like your local sheriff is confined by the rules. If you are in a speeding accident with your car, regardless of the chip installed, should the Insurance company cover you ? Why ? Remember the movie "Liar Liar ". Jim Carey says on the phone to the bank robber, "STOP BREAKING THE LAW" Ok, you can stop agreeing to the FAR's and your insurance contract, that you willing signed, and get out of aviation, you show no integrity by your FAR lawbreaking and contract breaking actions (addressed to no one in particular).
KR> Non-zero spar loads was Question on bent spars
you posted: "I believe it would be wise to put the seats on the spars, if at all possible." I think that Mark is being kind to use the word "wise". Seems to me that a 1/2 g drop as in a hard landing would place a sudden 100 pound load (assuming a 200 pound pilot) on the floor/side wall structure. The pilot might find his bottom sliding along the runway. During construction I dropped a 2 foot 2X4 from 8 foot. When it hit the bottom of the boat, it took out the floor and a cross member. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ Orma, That math is incorrect, there is already 1g on the seat/floor/side wall structure, i.e.., 200 lb in your example. A 1/2 g landing would result in a 300 lb force on the seat/floor/side wall structure. Now make that 3 g's like a normal hard landing and I think you would want one of those pairs of steel skid pants like the guys use at the Circus to make the fire slide. Kevin
KR> Non-zero spar loads was Question on bent spars
Matt said: Naw.. Orma's math was correct.. I think you were thinking of 1.5g's. 1.5 x 200 = 300... 0.5 x 200 = 100... or do I need to take math 101 again. But screw the landing... What about the in-flight forces :-) Drop the skid plate and grab a parachute! Not really the way I would want to egress.. Matt No, the math is wrong. The airplane is already at 1g. To make a 1/2 g landing would be to not land by 1/2. Yes, you read that correctly, a 1/2g landing would not be a bounce, it would be a non-bounce, a non-landing, a non-event. The g meter says 1 at straight and level and anyway, the pilots weight is already on the seat, any hard landing only adds more weight. Kevin
KR> Perfect Valentines present
Born2 said: FELA's IM in a bad spot. My wife and I were talking today about her valentines present, and what she thought she deserved was a nice pare of earrings. Well, I couldn't resist the temptation of telling her that she would look much better with a nice pair of wheel pants and a prop. Well, Ill be sleeping tonight with my true love the KR2. Isn't life grand! Little dose she know I got her a nice sander. You do have safety wire don't you ? And if her ears are not pierced, you do have those spring clamps is all sizes don't you ? Well, then you've got it made fashion up something to go on the wire, could be a valve seat for hoops or maybe just a blob of resin for that rocky ahla-natural look. We know that you can do I would too, but my wife knows where I keep the guns and knives, I'll just go to Hallmark for her. Kevin
KR> W & B today
Dan, you said: >Oh, well, I guess we will either have to do it again, or hope and pray that we are close. Do it again, don't guess and praying is ok, but not for W Did you try it long hand ? Wt x Arm = Mom. Total Mom / total wt = arm. It has to work out or the math is wrong or the spreadsheet calculations have the wrong cell formulas or something like that. Kevin Naples N741T
KR> Flap motor
Bill, When you get to Van's web site via the link that Mark posted for contact, click on Home, when you get to the home page, click on the "Click here for on line ordering". On that page put in the part number in the search box and you will see results, however there is no picture. Kevin
KR> bad news from the DAR
Lee, I found this at: http://www.aircraftersllc.com/51percent.htm Documentation is Important: The Amateur Builder(s) must be able to show that they have performed at least 60 of the 119 operations (in the case of a fixed-wing aircraft) in order to qualify for the repairman certificate, and to register their aircraft in the experimental category. You will be required to sign and notarize an affidavit (FAA Form 8130-12) attesting to the fact that you have completed at least 51% of the operations required. What if you bought the project from a previous owner who never finished it? It does not matter how many previous owners a project may have had - as long as each owner intended to build the aircraft for their own education or recreation - if you can document or show documentation of the work that each did, it is as if YOU did the work! and then you should look at AC65-23a here: http://www.faa.gov/certification/aircraft/av-info/dst/amateur/ac65-23a.pdf It appears that your father would have had to apply for the Repairman Certificate. Did he ? You may have an out here or in this case, an in. And you can always ask the EAA tech department. Kevin
KR> Winter
Check this company out. They have been around for years. They have engine warmers and cowl blankets. http://www.tanisaircraft.com/index.html You can also build a heater using a kerosene fired space heater, the kind that look like this one: http://www.reddyheat.com/ get the local HVAC shop to build you a " Y " for the end of the heater and then install 2 scat tubes to stick into the cowl or up from the bottom or other opening. You can melt parts if you are not careful, so you will have to stay with this setup. And the heaters don't have to be 70k btu to heat your engine, you can use smaller ones that are less output and less expensive. With enough scat you can heat the engine and the cockpit at the same time.
KR> Avgas cost
Here is sunny S. Florida at Naples all fuel is sold by the Naples Airport Authority. If you can afford to keep $5,000 in your fuel account you will get a discount. Posted price: Discount price 100 oct 2.98 2.59 Jet A 3.37 2.61 For Ottumwa, Iowa 100 oct 3.10cash 3.25cc Jet A 3.09cash 3.25cc You can look at http://www.airnav.com scroll down near the bottom of an airport listing and some have their fuel prices posted, but exercise caution some may be outdated. Kevin
KR> Fuel $
Just to show you how much markup there is at the pump, we get a fax every Tuesday from a broker that we buy bulk Jet A fuel from. The fax has the price for the next 7 days. We order through this broker, he orders from another middleman, who in turn orders from the supplier. We order a tanker load at a time, around 7,500 gallons or so. That limit is based upon highway weight restrictions and temperature of the fuel. In Michigan we might be able to order over 30,000 gallons brought by one truck. due to the higher allowed highway weights. Last Tuesday our Jet A cost including all taxes and including about $250 transportation costs was $ 1.669 per gallon for a tanker load. An additional 2 cents per gallon is added for anti-ice additive that some, not all, jets need. We have tried to reduce the middleman by a factor of just one to no avail. Over the past 6 years each time we needed a load of fuel our check of 3-4 brokers for the best price has never shown a difference of more than 1/2 cents per gallon. Everyone is on the same page there. About 7-8 years ago a rep for a supplier told me that I could estimate the dealer cost of 100 Low Lead by looking at the pump price of the lowest grade car gas in the area. If the lowest price car gas was $ .88 per gallon then that is what the dealer was paying for 100 oct. Using the same formula today for Iowa, car gas is $ 1.61 and 100 oct is selling for $3.10 so maybe the market up is over a dollar a gallon now. Like the commercial says, " Flying your own KR. priceless " Kevin
KR> Fuel $
Larry said:
30,000 gal seems a bit high for any state to allow. You're looking at
180,000 pounds of fuel ! Generally, 80,000 pounds gross is the highway
limit. With the rig (semi tanker) at 27 to 30K that leaves you with the
7500 gal +/- capacity, depending on temp and load balance. You have to
distribute the weight correctly across all axles.
Larry,
When I lived in the Detroit area, over that 12 year span there were
several accidents on the freeways involving the double tankers that
reportedly carried 30-40k gallons of fuel. When they lit off it made a
very big fire for a long time. You can see that these tankers are much
larger than those used in other states, they are more of a vertical
oval, like so " 0 ", using the added height to carry more. I was amazed
the first time that I saw one, there are 42 tires on the ground, with
only the steering axle having 2 tires, with 10 axles of 4 tires each.
They look like a caterpillar worm with wheels. I've seen the same axle
setup on lowboy trailers that carried steel and I saw one that had the
center section of a M1-A1 tank. Even with all that support those
trailers were bowed in the middle.
Another innovation of such a heavy industrialized state was the longer
length. There were semi trucks with 3 full sized trailers on behind
them. They would only run the interstate with the long rigs. UPS was
one company that used them a lot.
add up these weights...
the Mich statutes say:
MVC 257.722
Maximum loads shall not exceed the number of pounds in the following
provisions:
* 18,000 pounds on an axle with at least 9 feet of spacing on each side
NOTE: Weight can not exceed 700 pounds per inch of the width of
the tire ("width" means as published by the manufacturer)
* 13,000 pounds per axle when axle spacing is less than 9 feet
between two axles but more than 3.5 feet
* Axles less than 3.5 feet apart shall not exceed 9,000 pounds per axle
Kevin
KR> Taxes - I am not your accountant or attorney
KR netters. It seems that forming an LLC or S corporation can have substantial tax benefits, even if the corporation aircraft is a KR and even if the benefits are abusive. Of course any such decisions should only be determined after counsel with professional help. And yes, we should all get out of the shop and vote, always. Dana, you said ... "Example, you use the corporate airplane for personal use. It doing so you are receiving compensation via usage and must receive a 1099 for income in excess of $600 yearly. So, if you form a corporation to avoid sales tax, whether it is Delaware, NC or Timbucktoo the IRS is still going to see to it you are income taxed at the fair market value of the asset usage. So lets think about this; you use the airplane for 200 hours per year. The average retail rate is $65. You just "earned" in excess of 12000.00 in taxable income on your personal tax return. Now, let think about fuel. If you buy it, it must go into the corporated as donated capital, if the corporation buys it and you use it for personnal usageincome to you. Distributable income, just where did this corporation get it's money to buy all this "stuff" for the shareholder to use.follow me here..you donate the fuel money, insurance money, property tax money then have to report it as income on your personal tax return just to save some up front sales tax money? " This article, (please read the whole thing, it's not long) http://www.ainonline.com/issues/02_04/02_04_IRSusep6.html says in part, "Owners and employees who use company airplanes for pleasure instead of business are required to report the value of their trips as taxable income," the Post said, "though under a long-standing formula that does not necessarily reflect the actual cost." That formula is the Transportation Department's own standard industry fare level (SIFL) and is determined by aircraft weight and distance flown. According to the Post, the IRS ruling could result in deductions that are substantially larger than the reported income. In cases of S corporations, which pass profits and losses through to the owners, "That means the owner of such a business could report the income under [the SIFL] formula while receiving an even bigger deduction as his share of the company's gains and losses," it said. As one aviation tax advisor explained to AIN, "I'm the guy using the airplane and I own the company, and so all of the deductions flow through to me. They reduce the amount of taxes that I pay." He admitted that it could lead to abuses and shows that the IRS is willing to countenance that abuse. Keith Swirsky of Galland, Kharasch, Greenberg, Fellman & Swirsky, a specialist in aircraft taxation, told AIN that in the case of an S-corporation shareholder using the aircraft for a very high percent of personal use, those expenses are being deducted by the company although they relate to personal use. "So the net is a huge tax benefit," he said, equating it to tax shelters in the 1980s. In the federal court case that started all of this, there was a high percentage of personal use of a corporate aircraft, which was computed as personal income using SIFL. But the IRS thought the deduction for operating the aircraft should be limited to the SIFL calculation. The federal court disagreed, and ruled that all of the aircraft operating costs could be deducted. The Post claimed that the effect of the memo "could be a substantial windfall" for private jet owners, wealthy families and family businesses. And, while the recent IRS interpretation was specific to an S corporation, it could also reflect the agency's views for other "pass-through entities," such as partnerships and limited-liability companies, he said. According to the article, "it is too early to estimate how much the new interpretation might cost the government, but several attorneys and accountants who advise wealthy clients said they expect personal use of corporate airplanes to rise sharply."
KR> visiting Tallahassee
Greetings If there are any KR's in the Tallahassee area and you have the time to give me a tour of your craft, I will be in the area this Tuesday pm and leaving around noon the next day. Email me if this can work out. Kevin Naples/Ottumwa N741T
KR> Fw: [saaa_ch20] Instrument Repairs
Did you connect a static line in "still" air, i.e.., a line into the car for a static source ? You said: I have a New ( as far as I know) Winter ( West Germany)Air Speed indicator, that came with my KR2, it does not work, the needle seems o be free to move but no movement when connected to a pitot tube and placed out the window of at car at 120kmh.
KR> Dr Dean pictures
Greetings more > > I have asked for pictures that anyone might have of Dr. Deans fuselage > construction. He has rounded the formers similar to Eduardo, only > bent ..not cut and gussetted. > > To date I have found only three (3) pictures, several broken links and > very little information. > > Does ANYONE have pictures or other information on bending and > forming these parts ? > > Maybe if the Dr reads this he will respond. > > Thanks for your time > > Kevin > > >
KR> pictures please
Greetings KRer's Does anyone have several pictures that they are willing to share of the sliding canopy on the Starrs KR1 and pictures of Dr Dean's KR construction especially his boat or know where I can find them ? All of the Dr Dean links that I found are broken and I can find mostly nothing about Starrs construction. I have found only 2 pictures each of these aircraft and not much to look at either. I have emailed both gentlemen, but haven't heard from them, presumably they are just as busy as everyone else. . . . Would someone define for me "plug" as in "made a plug and then a mold" I don't seem to have the process clear in my head as in when making a cowling or wheel pants. Thanks Kevin Ottumwa/Naples
KR> KR kit for sale
There is a kit and misc. parts for sale on EBAY
KR> KR-2 kit for sale on EBAY
There is a kit and misc. parts for sale on EBAY, it is item 4502924577. A search on "KR-2" without the quotes finds it. $3,000 starting bid, no reserve, buy now for $6,000 seller says, "THIS IS THE DEAL OF A LIFE TIME. !! " I have no reason to doubt him. And that the owner went to a nursing home and won't be back. That should motivate some people here to finish their own, ..huh
KR> KR-1 on Ebay
I may have missed this being posted to the KR list but a KR-1 basket case is on Ebay. The item number is 2496635822 and there are 3 days to go..
KR> 2004 Gathering points of origin
Greetings, In the photos of the 2004 Gathering is the US map with pushpins indicating where everyone came from. From my perspective there is a pin in or near Naples, Florida. Can someone confirm this and if so, the persons name and email. I will be in Naples in early November and would like to see a KR close-up. Thanks. Kevin Jarvis Washington, Iowa/Naples, Florida N741T
