KR> Rebuilding Wings.

[Martindale Family]

My wings with fuel tanks came in at 50lbs. I do not believe 28lbs is 
possible.maybe with advanced carbon composites but they weren't around 
in Ernst Koppe's newsletter days. I would like to know how it was done and 
how safe and durable was the result. Got any data available (newsletter 
number??). Saving weight is fine but not if your life depends on it.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

snip  > Phil M his wings came in at 50 lbs including 
tank. I think it was Mark J his wings came in  at 56lbs with US 12 gal tank 
landing light etc. In an early KR newsletter someone's wings came in at 
28lbs. 

KR> T-88 Epoxy

[Martindale Family]

Darren

Boatcraft Pacific in Brisbane sell it.  07 38061944

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Darren Crompton" 
To: "KRnet" 
Sent: Tuesday, March 27, 2007 10:16 PM
Subject: KR> T-88 Epoxy


>I guess this post is more for the Aussies.
>
> I am unable to find a supplier for T-88 Epoxy here in Australia.  Is there 
> a
> suitable alternative or do I arrange to have it posted from the US?  I'm 
> not
> sure if posting it would be OK as I'd be pretty sure it would be 
> classified
> as "dangerous goods"
>
> Cheers
> Darren Crompton
> AUSTRALIA
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to 
> http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Figuring out the laminated bent spar.

[Martindale Family]

Hi Darren

It might be simplest to just move the wing attach brackets inboard to meet 
at the fuselage, ie., still have separate but short centre front and rear 
spars. The rear brackets would then just need to be bent at a different 
angle. Whether this is acceptable from an engineering stress point of view 
you would need to confirm with an expert. There is a crowd in SE Qld that 
sells the select Hoop Pine and you can get GL1 aircraft grade ply from 
Mister Ply in Sydney. You can get around the Diehl gear issue by going to 
Grove gear which mounts under the fuselage rather than off the spar outboard 
from the fuselage.

If I were building again I would do as you intend.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Darren Crompton" 
To: "KRnet" 
Sent: Sunday, March 18, 2007 10:13 PM
Subject: KR> Figuring out the laminated bent spar.


> Thanks for everyone's input on my previous post "Spruce vs Douglas Fir". 
> I
> have decided to build with Australian hoop pine.
>
> That decision made, I have been taking a closer look at the plans 
> regarding
> the timber I need to order.  I will be using the laminated bent spar and 
> as
> described in Mark Langford's site regarding its use
> http://home.hiwaay.net/~langford/kopinion.html , I like the idea of
> extending the flaps beyond the stub wing.  If I am to taper the the spars
> from root to tip in a straight line, also doing away with the duplicate 
> wing
> root template on the end of the stub wing, do I have to bend the laminated
> rear spar forward at the root so the two meet at the tip 15" apart as per
> the plans?  If so, how do I bend the 1/4" x 2" laminations about the 2"
> width?
>
> Cheers
> Darren Crompton
> AUSTRALIA
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to 
> http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Spruce vs Douglas Fir

[Martindale Family]

Darren

Think about using select Australian Hoop Pine (supplier is in Toowoomba Qld 
I think) and GL1 Ply from Mister Plywood. The difference in weight is 
negligible over the amounts that a KR2 uses. I used Spruce and it's just not 
worth the price to get it herenever again. Get a 1/4 sawn piece of 6x2 
Hoop Pine dry it and ask a local cabinet maker to cut it to size where you 
can watch it happen.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Darren Crompton" 
To: 
Sent: Thursday, March 15, 2007 9:37 PM
Subject: KR> Spruce vs Douglas Fir


>I am ready to order my timber and being on a very tight budget, I am
> seriously considering douglas fir as an alternative to spruce.  The spruce
> kit machined and delivered from an interstate supplier (Australia) is 
> going
> to cost $3,000AU ($2,365US).  Douglas fir on the other hand will be about
> 1/2 that price.
>
>>From what I have seen, fir will be about 15% heavier and is also stronger.
> I am a fairly light fella at 155lb and my girlfriend is 110lb, (don't let
> her know I shared that piece of information with the entire Internet!), so
> weight gained by using fir can be more than offset by our light frames.
>
> I'd appreciate some opinions on my choice.
>
> Thanks.
> Darren Crompton
> AUSTRALIA
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to 
> http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Controls

[Martindale Family]

You can also run pushrods from the stick out to a bellcrank in the wing gap 
on both sides thence another back in the gap to the aileron arms and do away 
with the follow through near the rear spar all together. I ran mine on the 
rear of the main but see no reason why you couldn't do it on the front if 
the stick was kinked towards the pilot to give enough room for forward 
movement against the instrument panel. This set up gives uninterrupted space 
for an inner wing tank.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Colin Rainey" 
To: "KRnet" 
Sent: Saturday, March 10, 2007 12:27 AM
Subject: KR> Controls


> Pete wrote:" Has anyone tried mounting their control stick on the forward
> side of the main spar?"
>
> If I were installing my own controls, all of them would be pushtube type,
> save the rudder. The easiest thing to do for the ailerons is to install a
> bellcrank on the rear of the main spar, to transfer motion from the stick 
> to
> rear spar where a second bellcrank would send the motion out to the 
> aileron
> bellcrank, which by plans has the synchronizing cable installed and 
> running
> from wing to wing. This is replaced by the pushtube running from wing to
> wing, with the adjusting parts of the tubes behind the rear spar. This 
> would
> eliminate the need for the front cables and associated pullies altogether,
> making your entire stub wing available for fuel. One of the netters had 
> some
> really good pictures of the installation I am referring to, so it has been
> done once or twice at least. I would convert mine except I am still in the
> engine swap mode. I may still later...
>
> Colin Rainey
> brokerpi...@bellsouth.net
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to 
> http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Something for the 'vair heads :)

[Martindale Family]

That has got to be something really rare. Did you know, Peter, that the 
Corvair engine was originally slated for our Holdens by GM but the yankees 
stole it back cos it was so good. Now we've got the original plans and 
casting diagrams etc back in Aussie apparently. Heh heh :-)

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "StRaNgEdAyS" 
To: "KRnet" 
Sent: Tuesday, February 20, 2007 8:23 PM
Subject: KR> Something for the 'vair heads :)


> and it'll only cost you 40 pounds
> http://cgi.ebay.com
> au/Judson-Supercharger_W0QQitemZ180087101214QQihZ008QQcategoryZ31252QQrdZ1QQc
> dZViewItem
> Peter Bancks
> Ballina NSW
> Australia
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to A 
> HREF=http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> now Tomahawk- of subject

[Martindale Family]

Wasn't the issue also to do with the tail plane being masked by the 
wing/flap at high AoA thus reducing effectiveness in stall recovery. I think 
the 727s exhibited something called the "deep stall" for the same 
reasons.beyond a certain AoA you couldn't push forward to break the 
stall.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> 6063 aluminum

[Martindale Family]

Actually I've often wondered about the strength thing with aluminium.

Refer http://www.capral.com.au/product_info/alloy.pdf  for a nice summary.

In Australia, the common alloy over the hardware Bunnings type bench is 5005 
H34 for rolled sheet and 6060 T5 for extruded angle with Ultimate Tensile 
Strengths (UTS) of 135-180Mpa (depends on thickness) and 150Mpa 
respectively.  6060 seems interchangeable with 6063 and both are termed 
architectural.

6061 T6 appears a lot stronger at 260Mpa however it is not as corrosion 
resistant, does not appear to come in sheets and seems to harden (more 
fatique prone?) with age.

I just wonder whether we would ever have a need to use the higher strengths 
of 6061...wouldn't the 5005/6060 be more than enough? 135-180Mpa is still 
bloody strong in my view and certainly it is more easily available over here 
and a lot cheaper. I've used 5005 for my fuel tanks and 6060 for all the 
bracketry in my bird except the elevator hinges where RR plans specifiy 6061 
T5 or equivalent.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Tuesday, February 13, 2007 11:28 PM
Subject: Re: KR> 6063 aluminum


> Brian Kraut wrote:
>
>> Be leary of any metal you get from Home Depot or Lowes if you plan on
>> doing
>> anythng structural with it.  I am not 100% sure what alloy they carry, 
>> but
>> it is pretty bright and corrosion resistant which means it is most likely
>> a
>> weaker alloy than 6061.
>
> The aluminum that's sold at Home Depot and that kind of store is usually
> 6063, which looks like polished 6061.  ..snip 

KR> 6063 aluminum

[Martindale Family]

Hi Brian

I'd be interested in seeing some engineering figures on tail plane hinge 
forces versus bracket strength spread across say five hinges to RR design 
just out of curiosity. Out of my league I'm afraid.

However, I agree that for the cost of a few cents it's not really an issue 
to go with the highest strength possible unless there is a fatigue or 
corrosion question in the longer term. As I said, I did use 6061 for my 
control brackets but simply wondered if it were really necessary.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Brian Kraut" 
To: "KRnet" 
Sent: Wednesday, February 14, 2007 3:04 PM
Subject: RE: KR> 6063 aluminum


>
>>I just wonder whether we would ever have a need to use the higher 
>>strengths
>>of 6061...wouldn't the 5005/6060 be more than enough?
>
> Depends on what you are using it for.  Coffee cup holder, sure.  Control
> surface hinge bracket, not me.
>
>>I've used 5005 for my fuel tanks
>
> You are better off using the softer grades of aluminum for fuel tanks. 
> 5052
> is the best.  It is one of the most weldable alloys and it won't crack and
> leak easily like the stronger alloys.
>
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com
>
>
>
>
> ___
> 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> Raising the Thrust line 5 Inches

[Martindale Family]

Why Randy?

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm



> All I will say is you will not be happy with the prop
> no matter what kind of drive you use.

snip

KR> Raising the Thrust line 5 Inches

[Martindale Family]

Say Randy, what engine were you using with your Warp Drive when you went 
cruising along the ravine and what was the density altitude? At sea level 
with my prop set to a fine pitch (say 12 degrees at the tip) I can easily 
achieve 1100fpm climb at 75 knots (best rate). Different matter at high 
DAlt. of course.

Sorry Don, I cannot answer your question about the impact on aerodynamics of 
a 5" raised thrust line. All I know is the basics about the couple between 
the four forces resulting in a pitch down at the stall. I guess you would 
want to preserve that characteristic and so I suspect you might need to 
lower the mount. Great Plains should be able to provide advice as I'm sure 
they've dealt with a lot of KRs over the years since they developed the VW 
derivative.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Randy Smith" 
To: "KR net" 
Sent: Saturday, February 17, 2007 11:42 AM
Subject: RE: KR> Raising the Thrust line 5 Inches


> Yes I tried a Warp drive and an Ivo with and without
> the electric pitch. I took a trip to El paso and had
> to go through a ravine to get past the Guadalupe. Warp
> would not refund my money so I gave that prop away for
> $100. Ivo said I might have that problem and he gave
> me a full refund. At the time there was no difference
> between an Ivo and Warp. Ivo owned the Warp design and
> sold it. They failed to pay all the bill so Ivo
> started back up again. His real business is
> ultralights.
>
>
> --- Stephen Teate  wrote:
>
>> Hey Randy,
>> It sounds like you have personal experience with
>> this one. Is the 130mph
>> true even if it is pitched higher?
>>
>> Stephen
>>
>
>
>
> 
> Now that's room service!  Choose from over 150,000 hotels
> in 45,000 destinations on Yahoo! Travel to find your fit.
> http://farechase.yahoo.com/promo-generic-14795097
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to A 
> HREF=http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html 

KR> new forum

[Martindale Family]

Folks

I find the internet forum fine when I'm on broadband at home and I can see it 
has lots of advantages. Problem is in Australia that a lot of places still 
operate under dial up (some have only just got a telephone!!) and that is 
simply too slow for the forum to operate well. I vote for the current system to 
remain for this reason. It is also the reason why our flight plan submission 
system retains both dial up and internet options. 


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Wing incidence and washout

[Martindale Family]

Also affects nose attitude and thus visibility/approach speed during landing 
as well. A reduced AOI means a higher nose at the stall


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Tuesday, February 06, 2007 3:03 PM
Subject: Re: KR> Wing incidence and washout


>I wrote:
>
>> Also, if you reduce the washout by 1 degree, you're probably
>> going to go nose up about a half a degree.  Personally, if I changed
>> anything it'd be to LOWER the incidence by a half a degree at both root
> and
>> tip, because I find myself cruising at high altitudes in a nose up
> condition
>> during most of my cross country flying...
>
> I don't think I said what I was thinking.  I should have said I'd INcrease
> the incidence at the root in order to reduce the nose-up tendency at high
> altitude.  What you are proposing would actually improve this nose up
> tendency (although that's not why you're planning the change), but the 
> stall
> characteristics will suffer.  That was my point.
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
>
> ___
> 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> Hydraulic pumps

[Martindale Family]

Try one of the small boat outboard motor hydraulic systems that raise or 
lower the prop out of or into the water. Works fine on my TC's KR.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "AVLEC" 
To: "KRnet" 
Sent: Wednesday, January 24, 2007 7:18 AM
Subject: KR> Hydraulic pumps


> Hi netheads
> I am looking for a small 12V hydraulic pump to actuate my landing gear. It
> must have forward and reverse and preferably hold its own fluid in an
> integral tank. I once took a look at a Lancair manual and saw one in it 
> that
> would probably be fine.The problem is I don't have access to that manual 
> any
> more and I can't remember the manufacturer or model number. I can't find
> anything locally.
> Any ideas? I know I know, put fixed gear on it right? NO! Just take a look
> at John Shafer's plane in flight, it looks all grown up.Besides I have
> already built the gear legs.
> Regards
> Dene Collett
> KR2SRT builder
> South africa
> Whisper assembler
> See: www.whisperaircraft.com
> mailto: av...@telkomsa.net
>
>
>
>
> ___
> 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> Hydraulic pumps

[Martindale Family]

Technical Counsellor from the Sport Aircraft Association

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "AVLEC" <av...@telkomsa.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, January 26, 2007 7:00 AM
Subject: Re: KR> Hydraulic pumps


> Hi John
> Excuse my ignorance but what is a "TC's KR"
> Regards
> Dene Collett
> KR2SRT builder
> South africa
> Whisper assembler
> See: www.whisperaircraft.com
> mailto: av...@telkomsa.net
> - Original Message - 
> From: "Martindale Family" <johnja...@optusnet.com.au>
> To: "KRnet" <kr...@mylist.net>
> Sent: Tuesday, January 23, 2007 23:46
> Subject: Re: KR> Hydraulic pumps
>
>
>> Try one of the small boat outboard motor hydraulic systems that raise or
>> lower the prop out of or into the water. Works fine on my TC's KR.
>
>
>
> ___
> 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> Flight report

[Martindale Family]

2900rpm at 6000 feet doesn't sound too bad though given Mark's probably back 
to 75% or less power at that altitude. He's just a heavy little fella...too 
much mother's milk :-)

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Pete Diffey" 
To: "Mark Jones" ; "KRnet" 
Sent: Monday, January 08, 2007 11:17 AM
Subject: Re: KR> Flight report


> Hi Mark,
>
> That is interesting, I would have expected more !
>
> What do you get flat out ? and what is the max revs in level flight
>
> I am surprised you are cruising at 2900 revs, is that normal cruise revs
> for a corvair? As it is a car engine, I would have expected that it
> could be propped to cruise at more like 3100 - similar to a VW. What is
> your max static RPM, if it is much under 3200, I would suspect that you
> are either over propped ( and looking at the pics that does not look
> likely ) or under carbed. it could be that blocking off your direct air
> intake was giving you an over-rich mixture - your CHT would possibly
> give a clue if that was the case.
>
> Pete
>> Now, today at 6000' and turning my Sensenich 54x52 at 2900 rpm as cruise, 
>> I was getting 138 mph true
>>
>>
>
>
> ___
> 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> Retracts

[Martindale Family]

The Archer III is powered by a 180hp O-360-A4M and is fixed pitch. Is there 
a later model to which you refer?

Refer http://www.newpiper.com/aircraft/archer~iii/specifications.asp



John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

snip.

- Original Message - 
From: "Colin Rainey" 
To: "KRnet" 
Sent: Friday, December 15, 2006 4:17 PM
Subject: KR> Retracts


> I have already illustrated a factual circumstance of a certified plane
> (which some believe is the benchmark we are all measured by), that were
> identical except for the systems and equipment necessary for retractable
> gear: The Piper Archer PA28, constant speed prop with 201 hp Lycoming
> engine, and The Piper Arrow constant speed prop with 201 Lycoming engine,
> and retracts. More fuel, more empty weight, and better speed due to lower
> weight for same load, and longer 
> range... 

KR> descent using magnetic compass

[Martindale Family]

Folks

Here is a site detailing the results of some tests in a 152 using the above 
technique.

http://aeroexperiments.org/cloudstrat

For you northern hemisphere pilots, it supports Colin's statements about 
southerly headings subject to several very important provisos. 


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Mag Compass

[Martindale Family]

Hi Colin

On what page of the Airplane Flying Handbook does it state to use your rudder 
on a southerly heading for an emergency VFR in IMC descent?

I'm sorry but I could find no reference to it at:

http://www.faa.gov/library/manuals/aircraft/airplane_handbook/

The word "Compass" is not even in the index. Perhaps there are more parts to 
this manual than portrayed at the website or has the manual been updated since 
2004.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm



- Original Message - 
From: "Colin Rainey" 
To: "KRnet" 
Sent: Thursday, December 14, 2006 5:38 PM
Subject: KR> Mag Compass


>J Milland said:
> I was taught this back up emergency method in instrument
> 
> training about 50 years ago
> 
> I understand very well how the compass, works, BUT The Airplane Flying
> Handbook, printed by ASA approved by the FAA as the approved Private Pilot
> Manual, states to use the SOUTH heading due to the increased sensitivity in
> a Southerly direction, and the correct behavior of direction, just a slight
> lead if the pilot is also using rudder pedal inputs only, but the compass
> card is easiest to read due to NO DIP ERROR, which WILL occur in an Easterly
> or Westerly direction.  Alot of teaching has changed in aviation in 50 years
> that was once thought to be good, but now has been shown to cause problems.
> One is the lack of instrument training, which the new PTS requires (the old
> thinking was that more IFR/hood training encouraged inadvertent IMC flight);
> the other that immediately comes to mind is the spin training of Private
> Pilots. "In the day" all students were required to be taught and demonstrate
> spins. Later it was found that spin awareness, and avoidance was better;
> actual spin training encouraged exploring spins on their own.
> 
> Colin Rainey
> brokerpi...@bellsouth.net
> 
> ___
> 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> Basic Concern

[Martindale Family]

Folks

I am concerned about claims that you can establish attitude using the compass 
'dip" or a ball on string from the roof. Fact is you cannot and that is why 
gyros were adopted. In a balanced turn of any degree of bank both of the above 
methods will be indistinguishable from normal level flight as indeed are your 
ear canals. Surely we all know this.  The correct VFR method is to chuck the 
hangar cat out the window.. if it goes up you're upside down. Remember Bob 
Hoover can loop an Aero Commander without the water in a glass coming out. 
Centripetal force is replacing big G. Seriously though, without an AH, you must 
use limited panel techniques combining input from a number of instruments at 
once (and a cat).

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Re: decending without gyros

[Martindale Family]

Rudder induces turn by its secondary effect on roll which results from one 
wing being presented at a different AoA to the other. If you use rudder to 
keep your magnetic compass constant then you will roll into an unusual 
attitude. If you use rudder with opposite aileron to prevent the roll then 
you induce a sideslip and your ball will go off centre as indeed will your 
compass because you are unbalanced. If you loop an aircraft, the compass 
reads one direction at the top and 180 degrees the opposite at the 
bottomtrouble is, in cloud you don't know whether you have looped upside 
down or just turned around to the opposite headingunless you look at 
your other instruments and the bloody cat. Where is the recomendation 
published to adopt a southerly heading if intending this manouvre and what 
happens in the southern hemisphere where the compass points the other way!!



John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: 
To: 
Sent: Wednesday, December 13, 2006 9:13 AM
Subject: KR> Re: decending without gyros


> Using the compass is a good trick also, BUT the recommended method is to 
> turn SOUTH not East or West, due to dip errors causing the card to move 
> more rapidly and more overall.  A Southerly heading will have the compass 
> the most sensitive, and easiest to read. Then using the rudder pedals only 
> IF YOUR AIRCRAFT will turn that way, will prevent over controlling into an 
> unusual attitude. If your plane will not turn well with just rudder input, 
> then you will need to interfere with overcontrolling by blocking large 
> inputs with your body, ie: your legs, or hold your elbows in tight etc...
>
> Colin Rainey
> N96TA
>
>
>
> ___
> 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> autogas use

[Martindale Family]

The float level setting is dependent on the specific gravity of the fuel you 
are using. I don't have the figures to hand but they are in the archives 
somewhere. I found an article comparing various fuels and from memory in my 
Weber the difference in setting was about 1/8 inch between automotive and 
aviation fuel.This is enough to make a difference to your mixture 
settings/jet selection but whether it would lead to flooding in the Strom I 
don't know. Just for info. STCs for automotive fuel in aircraft make 
reference to the need to reset the float level and of course alcohol can 
play havoc with the old gaskets/rubber seals etc.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Oscar Zuniga" 
To: 
Sent: Friday, December 08, 2006 3:29 AM
Subject: KR> autogas use


> Well, here's one that I have personal experience with.  The A65 on my
> Pietenpol has a Stromberg NAS-3A1 carb on it, so not much of this is 
> likely
> to apply to KR drivers unless you have a similar setup using a Stromberg,
> but for what it's worth- the Stromberg does not like autogas.  I have
> test-run the engine on the ground many times using non-alcohol autogas,
> regular unleaded, right from the pumps at the supermarket.  I had the carb
> apart on several occasions to try to stop it from dribbling fuel out the
> airbox after shutdown.  I carefully set the fuel float level and all
> internal parts, the carb was completely overhauled by an A for me before 
> I
> installed it, and had the neoprene tipped needle with rounded seat.
>
> Now I realize that the neoprene tip is essentially the root of the problem
> because it is of unknown composition and the dribbling is the direct 
> result
> of the effectiveness of the needle closing against the seat.  But my point
> is- the minute I changed to 100LL the carburetor was perfectly happy and
> showed ZERO dripping before or after starting and running.  I will not run
> autogas through this fuel system again unless I have to, even though the
> engine runs happily on autogas (very low compression).
>
> And closed-circuit note to Mark Langford: watch your terminology on the
> flight with Larry.  "VFR on top" is not the same thing as "VFR over the
> top".  The latter is a nifty and useful x-c travel tool for non-instrument
> rated pilots, while the former is an IFR procedure.  I know what you meant
> when you wrote it, but you never know what kind of tattle-tales are 
> lurking
> out there ;o)
>
> Oscar Zuniga
> San Antonio, TX
> mailto: taildr...@hotmail.com
> website at http://www.flysquirrel.net
>
> _
> WIN up to $10,000 in cash or prizes - enter the Microsoft Office Live
> Sweepstakes http://clk..atdmt.com/MRT/go/aub0050001581mrt/direct/01/
>
>
>





> ___
> 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> Ignition problems / Hiccup

[Martindale Family]

Yes but why hasn't the bush worn itself. It is much softer material than the 
shaft. I would suggest that the shaft has always been oval possibly even 
predating Mark's installation and that the oil pump may not be the reason. 
Still wise to check it out though. Good luck Mark.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Eric Kelsheimer" 
To: "Mark Jones" ; "KRnet" 
Sent: Saturday, December 02, 2006 3:03 AM
Subject: Re: KR> Ignition problems / Hiccup


>  Mark Im glad to hear that your problem has been found!!! 
> Looks
> like I hit the nail on the head with that one..:)
> - Original Message - 
> From: "Mark Jones" 
> To: "KRnet" ; "Corvair Net" 
> Sent: Friday, December 01, 2006 10:14 AM
> Subject: KR> Ignition problems / Hiccup
>
>
>> Well guys, the smoking gun on my ignition problems has been found. Last
>> weekend, at the request of William Wynne, I removed my distributor and
>> shipped it to him next day air for him to test my distributor on his
>> machine. What was found was that the shaft was worn extensively at the
>> upper bushing. It was actually oval shaped at that spot. The bushing
>> itself showed no signs of wear. This allowed the shaft to wobble as it
>> turned which would create the hiccup in my ignition when that sweet spot
>> appeared. This distributor had approximately 150 run time hours since I
>> built the engine with 134 of those being actual flight time hours. The
>> cause for this wear is speculated to be an inappropriately clearanced 
>> high
>> volume oil pump which I installed on my engine. After having in-depth
>> conversations with William and William with Gus Warren, we have decided
>> that I will remove the rear distributor housing and also send that to
>> William for analysis. William and Gus feel that I have most likely worn
>>
>> the aluminum housing where the lower shaft rides, which will also allow
>> even more wobble of the shaft.
>>
>>
>>
>> Mark Jones (N886MJ)
>> Wales, WI
>> Visit my web site: www.flykr2s.com
>> E-mail: flyk...@wi.rr.com
>> ___
>> 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> Re: fuselage question

[Martindale Family]

Hi Noel

It's a geometric fact. Imagine a playing card stood up on a flat table along 
its edge. Flex the ends and then tilt it.The centre raises off the table. 
Either work with it, leave your sides at right angles or, as some have done, 
adjust your fuselage uprights to create a curved longeron that becomes 
straight when you stand it up and tilt it for the taper. I think Mark 
Langford's site might have the lengths of the uprights needed to achieve 
this.or search our archives. Most people just live with the banana and 
use a right angle to their firewall as a fixed reference to work off.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Noel Bong" 
To: "KRnet" 
Sent: Saturday, November 11, 2006 4:47 AM
Subject: KR> Re: fuselage question


> Greetings! KR gurus,
>  I am trying to put the fuse sides together with a taper bottom.  It is 
> upside down on the table, is it normal that the middle section of the 
> longerons are lifting up from the table top for about 1" or so, this means 
> there will be a dip on the middle section of both longerons when the fuse 
> is turn rightside up?  Do I have to force them to be perfectly flat on the 
> table?  I'm afraid I might break them if I do that.
>
>  Thanks for your input.
>
>  Noel Bong
>  Anaheim, CA
>  noel_gene...@yahoo.com
>
>
>
> Truly,
>
> Noel Bong
>
>
> __
> Do You Yahoo!?
> Tired of spam?  Yahoo! Mail has the best spam protection around
> http://mail.yahoo.com
> ___
> 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> Sucking air - Oil temp problem

[Martindale Family]

Dan

I finished up putting a low flat 2 cm high by 12 cm long scoop in the cowl 
above the oil cooler like you see in some hotted up car bonnets. Also added 
a flange to the exit hole underneath as others suggest. The extra cooling 
was evident in lower temperatures but also in drag and cruise speed.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Dan Heath" 
To: 
Sent: Monday, October 16, 2006 4:23 AM
Subject: KR> Sucking air - Oil temp problem


> Well, I originally planned to build a plenum behind the oil cooler 

KR> Sucking air - Oil temp problem

[Martindale Family]

Good point. I'll have to wool tuft my inlet on top of the cowl and check 
that out. I know there is a area of at least neutral pressure close to the 
canopy leading edge as the air zooms over the top but my inlet is about 16" 
forward of that.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Stephen Teate" 
To: "KRnet" 
Sent: Monday, October 16, 2006 11:59 PM
Subject: RE: KR> Sucking air - Oil temp problem


>
>
> "Then one of guys at the airport,
> who's opinion I greatly respect, convinced me to make an "air grabber"
> of
> sorts, and force the air into a plenum in front of the oil cooler."
>
> This is the best way to go. Granted it may not be the easiest. The
> "feeder" duct does not have to be round. A flat but wide duct can supply
> the same amount of air. If your space is very restricted you could even
> use two ducts half the height as one and merge them into the plenum
> prior to the cooler. These ducts could be fabricated into the inside top
> of the cowling. The location of the inlet is the critical thing. From
> the centerline of the spinner and lower will give the best results. You
> could even partition off part of the normal cooling air inlets and plumb
> this air to the cooler. If you put the inlet any higher or on top of the
> cowling you could get reverse air flow at high angles of attack like
> climb out when you need the cooling most.
>
> 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> Tach hook up question.

[Martindale Family]

Aye, but what happens if either diode fails and conducts both ways. Is your 
active coil then driven by two sets of points going to ground at the same 
time. If the points are slightly out in gap/alignment on lobes is dwell time 
extended or ignition timing altered.   H.

I reckon it's easier and more reliable to do away with a coil tacho all 
together and use a tooth counter sender off the ring gear then tacho failure 
won't stop your ignition.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Jones" 
To: "KRnet" 
Sent: Wednesday, October 11, 2006 9:05 PM
Subject: Re: KR> Tach hook up question.


> Thanks Colin. That explanation says it all and makes it very 
> clear..

KR> Tach drives

[Martindale Family]

Sorry Colin, yet again I respectfully disagree :-).

Diesel engines often use this method because they don't have coils. They are 
common on marine installations and many trucks and go for years without 
problem. Even the Thielert diesel in the demonstration Cessnas use them. 
They rely on the mass of the steel in each tooth to disturb a magnetic 
fieldthey are not optical, dirt is irrelevant (especially in our 
application) and air gap is not critical although the smaller, within 
limits, the better. I think you might be confusing them with Hall Effect 
sensors that rely on a magnet being set in the flywheel to create a current 
in the sender and which are often used on modern cars for electronic timing 
purposes. A short in your tacho can take your primary to earth irrespective 
of the existence of diodes and I am sure there are automotive examples that 
you may have not observed. Tiny Tachs are notoriously unreliable, difficult 
to calibrate, do not read accurately from suppression leads and can cause 
radio interference by transporting a sample of the ignition voltage through 
the firewall. Check the archives on this subject. Finally WW recommends 
tooth counters and that is good enough for me. I wouldn't bank on a lifetime 
of flying on a couple of two dollar diodes.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Colin Rainey" 
To: "KRnet" 
Sent: Thursday, October 12, 2006 1:19 AM
Subject: KR> Tach drives


> John said:
> "use a tooth counter sender off the ring gear"
>
>>From observations that is the hardest style to have as a primary or
> secondary due to the bracketing etc... to keep the air gap correct. Engine
> vibration tends to knock that one out of reading. Volvo and Chrysler both
> have used that method as an engine speed sensor, and wear on the ring gear
> from starters, dirt and such effect it. The best solution if not the coil
> attached tach, is the Tiny Tach that uses an inductive pickup off of one
> plug wire. We used these pickups with our Sun Scopes for years with no
> trouble. It clips around the plugwire and reads the pulses to a digital
> display. Very simple and reliable. In practice I have not seen any tach
> failures, and those reported that did fail, did not cause a total ignition
> failure, just quit reading. Diodes are a couple of bucks each, so applying 
> 2
> in each line insures against total failure, and should last a lifetime of
> flying anyhow.
>
> Colin Rainey
> Independent Loan Officer
> Branch 2375
> Apex Mortgage Company
> 386.615.3388 Home Office
> 407.739.0834 Cell
> 407.557.3260 Fax
> brokerpi...@bellsouth.net
>
> ___
> 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> Tach drives

[Martindale Family]

Hi Colin

I agree that chewed teeth could send the signal wonky but surely you would 
replace that sort of damaged part before flight. In any case that is not 
really the issue. A wonky signal to the tacho from a tooth counter will 
never kill your ignition as it's completely independent of it. Using a tacho 
with or without diodes off the coil primary will always carry that risk even 
it is is small as you correctly say. I like medieval points also because I 
understand them and can easily replace them in the field at remote 
Australian airports if I need to. Each to his own circumstance I guess. Long 
live the diode :-)


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

>
And so the story goes that as many people as we have here on the net, we
> have experiences. 

KR> KR2S Life Span

[Martindale Family]

Hi Richard

Terry Ryan from Maitland built one of the first KR2s in Australia back in 
the early eighties and still flies it regularly. Timber and glues still fine 
after 25 odd years.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Richard Mulford" 
To: 
Sent: Sunday, October 15, 2006 10:31 PM
Subject: KR> KR2S Life Span


> Hi KR-Net,just curious what the airframe life span would be for the KR.

KR> control rods

[Martindale Family]

Chris, I did mine that way with 1/2" x .035 thickness 4130 tube going from 
the stick out to a crank in the wing gap then another back to the aileron 
attach bracket. There are 1/2" steel (wouldn't use aluminium for these) rod 
ends with 1/4" threads on them (AN490HT-8P) that are pushed into the ends of 
the tube and gas welded in place. The rod end bearings (F34-14) then screw 
onto the threads. I used Heim or Fafnel bearings with AN3 bolts to to suit 
thru the eyes.  5/8" tube takes the -10P ends and F35-14 bearings. I used 
this for the elevator rod and supported it mid length. These bits are all in 
the ASS catalog but you could probably get them locally via Aviaquip and 
save on the killer freight from the USA. Just explain what you want and let 
them check it all fits together before dispatch. Don't forget to allow for 
the length of the rod ends before you cut your tube.

John Martindale
29 Jane Circuit TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Chris Johnston" 
To: "KRnet" 
Sent: Thursday, October 05, 2006 10:28 AM
Subject: KR> control rods


>I need to make up some control rods and need some advice.  

KR> Stick it

[Martindale Family]

Hey Mark

Bet that's what Glenda said or did she Auntie Jack that spare stick of 
yours.  Boy that must a been corker. Heh heh. :-)

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Thursday, October 05, 2006 12:50 PM
Subject: Re: KR> control rods


...  Weld it...

KR> Fun Friday Pic....for Jonesee / PRIME RIB

[Martindale Family]

Boys, ya gotta let it age. We bury ours for a week just like the the mongrel 
Blue Heelers do, dip it in Qld  to wash off the dirt then on to the BBQ. 
Tender every time. Straight off the beastno way, tough as No.8.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Jones" 
To: "KRnet" 
Sent: Saturday, October 07, 2006 1:22 AM
Subject: RE: KR> Fun Friday Picfor Jonesee / PRIME RIB


> Now that is a PRIME RIB. The shoe leather we had at the Gathering last
> weekend surely did not look anything like that. Heck, my jaws are still
> sore from chewing that leather. I can honestly say I still did not get
> my prime ribtwo years in a row!!! How about you Lee? Did you enjoy
> your prime rib? Larry, do you think this will ever die?
>
> Mark Jones (N886MJ)
> Wales, WI
> My Web site: http://www.flykr2s.com/
> Mailto:flyk...@wi.rr.com
>
>
>
>
> -Original Message-
> From: krnet-bounces+flykr2s=wi.rr@mylist.net
> [mailto:krnet-bounces+flykr2s=wi.rr@mylist.net]On Behalf Of Dana
> Overall
> Sent: Friday, October 06, 2006 9:31 AM
> To: kr...@mylist.net
> Subject: KR> Fun Friday Picfor Jonesee
>
>
> Here you go for Fun Friday.  Elaine and I met up with Charlie Reeves,
> and
> his wife Sue, for dinner in Tucson last night.  Charlie and I had PRIME
> RIB
> for dinnerimagine that:-)
>
> Here ya go Jones, $12.95 for a large one.
>
> http://rvflying.tripod.com/primerib.jpg
>
> OH, to make it legal.  Charlie won best KR last weekend.
>
> Dana Overall
> 1999 & 2000 National KR Gathering host
> Richmond, KY i39
> RV-7 slider, Imron black, "Black Magic"
> O 360 A1A, C/S C2YK-1BF/F7666A4
> http://rvflying.tripod.com/id30.html
> do not archive
>
> _
> Be seen and heard with Windows Live Messenger and Microsoft LifeCams
> http://clk.atdmt.com/MSN/go/msnnkwme002001msn/direct/01/?href=http:/
> /www.microsoft.com/hardware/digitalcommunication/default.mspx?locale=en-
> us=hmtagline
>
>
> ___
> 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> Aussi builders, I'm now Down Under!

[Martindale Family]

Welcome Serge

Canberra.  100 degrees one day with bushfires and zero the next with snow. 
Typical of a politican's hideout. See ya round.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Serge VIDAL" 
To: "KRnet" 
Sent: Thursday, September 28, 2006 2:21 PM
Subject: KR> Aussi builders, I'm now Down Under!


Netters,

Just wanted you to know that I took possession of my new office yesterday,
in Canberra, Australia. I guess that makes me a member of the Australian
KR community, then, even if my plane is not due to arrive for a good three
months.

One thing is fore sure: for what I see from my window, the weather seems a
great deal more flyable than it was back in Paris!

Serge Vidal
serge.vi...@sagem.com


" Ce courriel et les documents qui y sont attaches peuvent contenir des 
informations confidentielles. Si vous n'etes  pas le destinataire escompte, 
merci d'en informer l'expediteur immédiatement et de detruire ce courriel 
ainsi que tous les documents attaches de votre systeme informatique. Toute 
divulgation, distribution ou copie du présent courriel et des documents 
attaches sans autorisation prealable de son emetteur est interdite."

" This e-mail and any attached documents may contain confidential or 
proprietary information. If you are not the intended recipient, please 
advise the sender immediately and delete this e-mail and all attached 
documents from your computer system. Any unauthorised disclosure, 
distribution or copying hereof is prohibited."





> ___
> 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> Fuel Supply

[Martindale Family]

Yes, the Facet will free flow in the forward direction. My Corvair 
mechanical pump draws through a Facet and I only turn on the latter for 
takeoff/landing/steep attitudes as a precaution. The Facet also prevents 
back flow but not entirely. There is a minute groove on the inlet valve face 
that allows very small seepageI think to prevent the valve from 
sticking. Refer archives for details.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: 
To: "KRnet" 
Sent: Sunday, September 24, 2006 11:10 AM
Subject: KR> Fuel Supply


>I have an 1835 VW engine, with a Facet fuel pump feeding into a 
> Bosch mechanical fuel pump. to an EFS-2..
>   Will fuel flow through the mech, pump when it (the Bosch) is not 
> pumping?
> 
> Ray Goree
> Ray Goree
> 817-795-4779
> ___
> 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> Facet fuel pumps

[Martindale Family]

Quite right Mark. I read too quickly. Sorry :-)

I also have a second Facet that parallels the mechanical to a tee at the 
carb as Dan points out. Last thing we want is a split mechanical diaphragm 
and a Facet that then pumps through it into the sump rather than to the 
carb. The stock Corvair AC pumps were prone to splits until they came up 
with a stronger reinforced disphragm. I think a certified engine (was it 
Franklin?) with one of these pumps actually went down once with this 
failurecheck archives.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Sunday, September 24, 2006 10:42 PM
Subject: Re: KR> Facet fuel pumps


snip>
> If you'll go back and read his post again, I'm pretty sure he was asking
> about the mechanical pump, not the Facet. 

KR> Undercarriage loadings

[Martindale Family]

...and I can add the Diehl gear will bend to point where the wheel rubs 
on the wing having first ripped off the pitot tube without breaking or 
deforming either the legs or the brackets.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Thursday, September 21, 2006 8:43 AM
Subject: Re: KR> Undercarriage loadings


> Mark Jones wrote:
>
>>  I am sure Langford will chime in on this one since he has had some good
>> ones. :-)
>
> My first landing was a whopping 5.5g's, but I'm happy to report that it 
> was
> highest one so far.  I was quite surprised that no damage resulted,
> especially since I violated the Diehl instructions to "locate the gear
> brackets as close to the fuselage as possible".  I thought to myself "well
> I'll never land hard, so surely he's not talking to me!".  I did manage a 
> 2g
> "drop in" the other day at Moontown, but quite often the g-meter never
> moves.
>
> Mark Langford, Harvest, AL
> see homebuilt airplane at http://www.N56ML.com
> email to N56ML "at" hiwaay.net
>
>
> ___
> 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> Re:jabiru

[Martindale Family]

Sorry Phil

Makes no sense to me.

Maximium oil pressure is determined by the regulator setting not the pump 
although a higher volume pump might improve things at idle at pressures 
below that set by the regulator. I can't see how a larger pump would affect 
the cowl design given its location on the engine. Excess oil pressure 
doesn't lead to leaks since the pressure galleries are internal. There might 
be some pressure leakage around the oil filter gasket and this is normally 
the thing that blows first if a regulator is set too high. In extreme cases 
the oil cooler might split but I've not heard of this in the Jabiru. The 
rest of the engine joints are mainly subject to sump pressure which might be 
affected by blowback or a blocked breather but not oil pressure. If the 
joints are leaking, I would suggest improper mating surfaces, gaskets etc. 
rather than excessive oil pressure.

Jabiru did have some earlier problems with lack of oil supply to the top end 
of the engine in tail draggers and steep climbs and with crank deflection in 
the early 6 cylinder models. To my knowledge, the company never denied this, 
provided good backup and the problems, as Barry says, are seemingly fixed. 
If it weren't for the cost I would jump at these donks.

Could you provide more detail please and ask your friend if he has adjusted 
his regulator.

Regards

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Phil Matheson" 
To: "KRnet" 
Sent: Friday, September 15, 2006 9:46 AM
Subject: Re: KR> Re:jabiru


>I have spoken to many Jabiru owners, most of them say the same thing, 
>Jabiru
> will not admit there is any problem with their engines, Why would you when
> they can not keep up with orders.
>
> A friend  has a 2200 Jabiru, it has very low oil pressure, They (Jabiru )
> say no it does not, he sent the engine to them and asked them to check it
> out. It returned with a note saying nothing was found wrong with it. When 
> he
> fitted back into his plane the cowl would not fit. They replaced the 2200
> oil pump with a lager one, and he had to cut and modify the cowl so it 
> would
> fit.
> Now it has SO MUCH oil pressure, it leaks oil all over the place.
> Jabiru will not return his Calls or emails SO 
>
> He tells me that there are plenty of complaints on the net, but I will 
> have
> to ask him where to find them
>
>
> Phillip Matheson
> 0408665880 (cell)
> VHPKR
> Australia.
> mathes...@dodo.com.au
> KR2 Web  Page
> www.philskr2.50megs.com
>
> http://www.vw-engines.com/
>
>
>
> ___
> 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> KR net BS

[Martindale Family]

Damon

You are wrong on all counts. Your points do matter.  For people on dial up 
overseas like me and for those of us who have been on this group since the 
start in 1997 and use the archives, your newcomer attitude is not welcome 
and offensive.

Our rules were developed and agreed between all of us in the early days. 
They are there for a purpose, they are not flexible and neither is our 
moderator. Either you lead, you follow or you bugger off.


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "DAMON FISHER" 
To: 
Sent: Monday, August 28, 2006 12:52 AM
Subject: KR> KR net BS


snip

> Mark,
> You are absolutely correct.  It is your sandbox and you can do as you 
> wishsnip.

KR> Transceiver Electrical

[Martindale Family]

How close is your VHF antenna to the transponder antenna? A harmonic freq 
might be fooling your transponder into thinking it is being swept by a radar 
beamjust guessing here.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Mark Jones" 
To: "KR Net (E-mail)" 
Sent: Friday, August 18, 2006 5:52 AM
Subject: KR> Transceiver Electrical


> My panel mount transceiver and transponder with encoder all work great 
> with very strong signals reception etc.. However, when I key my mike via a 
> control stick mounted PTT button, I notice that the ident light on my 
> transponder will glow brightly while transmitting. ATC has never said 
> anything about me identing on the scope when I transmit so I do not think 
> that is happening. So would anyone have any insight why I light up my 
> ident button when I transmit? Thanks
>
> Mark Jones
> Mueller Sales Corp.
> 3725 N. 126th Street
> Brookfield, WI  53005
>
> PH: 262-781-5310
>   800-242-2219
> Fax: 262-781-4130
>
> Mailto:mjo...@muellersales.com
> Web: http://www.muellersales.com
>
>
>
> ___
> 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> bumfuzzled

[Martindale Family]

That has got to be the bestest word I've ever heard Mark

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Aeropoxy Chameleon

[Martindale Family]

I thought MEK was used for polyester resins not epoxies but hey if it 
works!??  I used an electric blanket over a plastic sheet on my layups when 
necessary...wife wasn't amused.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 

snip

> Hay guys. I had the same problem and have had it off and on several times. 
> How humid is it? I called aeropoxy and they said to try one trick. Take a 
> rag and put MEK on it and and lighty wipe the surface. 

KR> VW / Corvair

[Martindale Family]

What's this all about Phil. The comparison you make is pointless 
statistically.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "Phil Matheson" 
To: "KRnet" 
Sent: Saturday, July 08, 2006 2:48 PM
Subject: Re: KR> VW / Corvair


> VW owners, stick together, and ask just how many crank failures there have
> really been with Corvairs???
>
>
>
>
> Phillip Matheson
> 0408665880 (cell)
> VHPKR
> Australia.
> mathes...@dodo.com.au
> NEW WEB PAGE
> www.philskr2.50megs.com
>
> http://www.vw-engines.com/
> OLD WEB PAGE
> http://mywebpage.netscape.com/flyingkrphil/VHPKR.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> Turn back altitude - in a KR

[Martindale Family]

Hey Dan

Why not turn 90 degrees the other way and only lose1/3 as much.  :-)

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "Dan Heath" 
To: 
Sent: Thursday, July 06, 2006 10:58 AM
Subject: KR> Turn back altitude - in a KR


> For KR Pilots about flying the KR, ONLY, please.  I am participating in 
> the
> Flight Advisor" program.  One of the things that it asks you to think 
> about
> is the altitude at which it will be safe to turn back to the runway.  How
> many feet do you loose during a 270 degree turn, and at what altitude do 
> you
> recommend as a go-nogo turn back altitude, AGL?
>
> Thanks,
>
> See N64KR at http://KRBuilder.org - Then click on the pics
> See you in Mt. Vernon - 2006 - KR Gathering
> There is a time for building and a time for FLYING and the time for 
> building
> is OVER.
> Daniel R. Heath - Lexington, SC
> ___
> 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> A call to the Aussie crowd

[Martindale Family]

Cor blimey Serge, us Aussies can only handle one question at at time. See below 
in italics :-))


John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "Serge VIDAL" 
To: 
Sent: Friday, June 30, 2006 10:58 PM
Subject: KR> A call to the Aussie crowd


> It is with an immense pleasure that I inform you all that in September, I 
> will move to Australia, on a two to three years assignment (and hopefully, 
> for much longer, if I succeed). The job assignment is in Canberra, but on 
> family grounds, I will probably settle in Sydney, and commute.
> 
> And since I'm kind of attached to my KR2, I intend to bring it with me. 
> This way, I will probably break the world record for the longest distance 
> ever travelled by a KR2 (remember, my KR2 was born in South Africa, 
> followed me to Tunisia, then France. OK, it travels in a container, but 
> hey! You can't have it all, and a record is a record is a record! ; - )
> 
> So, guys, I need a little help from you to prepare the move.
> 
> Here are the first questions that come in mind:
> 
> Customs:
> 
> Can I import my KR2 in my move container? (I'm talking red tape; 
> technically, it works, I've done it before).
> What should I declare it as? An aircraft? A homebuilt aircraft project? A 
> microlight project?
> A homebuilt kit. you may get tax exemption on imported aircraft parts.
> 
Pilot's license:
>Need a PPL in Australia to fly in controlled airspace otherwise you might be 
>able to get a Sports recreation Licence (?) under Ultralight regulations. 
> How do I convert my European (JAR) PPL in Australia?
>Because Australia is an ICAO partner, I think you may only need to do a rules 
>exam and flight check. Also we have mandatory security clearances for both 
>licence and certain airport access  
> Aircraft ownership
> 
> Can you own and register an aircraft in Australia when you have a 4 years 
> work visa? (Just checking, in South Africa it was not the case).
> Don't know
> Insurance
> 
> How much does aircraft insurance cost? Who provides such insurance (broker 
> names in the Sydney/Canberra area would be helpful)
> You might have difficulty with a non-certified aircraft and engine. The Sport 
> Aircraft Association of Australia have some arrangement with Zurich Insurance.
> Airfields
> 
> What general aviation airfields are there around Sydney and Canberra? 
> Which ones are best for a homebuilt?
> Bankstown and Hoxton Park are the closest to Sydney. The former is subject to 
> control, the latter is OCTA below controlled steps. I don't know of any near 
> Canberra other than the main city field which is controlled. Nearest might be 
> Goulbern or Tumut but there may be private strips closer.
> Is it easy to find some hangar space?
> I think you would be OK around Sydney, not sure about Canberra.
> How much does hangar space cost? 
> From $60 to $100 Australian per month at a guess
> KR2 requirements
> 
> I understand that the Australian CAA has some specific requirements on the 
> KR2. So far, I have heard of the followings:
> 
> -   CG envelope (what is the limitation in Australia, exactly?)
> -   Elevator hinges (5 hinges instead of 3, is that correct?)
> -   WAFs-to-WAFs bolts (each spar linked by 2 long bolts instead of 4 
> small bolts, with a crusher piece in-between)
>If it is registered under our experimental category, none of these are 
>mandatory. Under the old amateur built category you had to abide with these. 
> Are there any more requirements that I don't know about?
> If you didn't build the beast, you can't maintain it
> Is it possible to raise the maximum take-off weight above the limit 
> specified by Rand Robinson?
> Yes, if experimental, mine is set at 545kg, 1100 lbs. Otherwise CASA states 
> 500kg.
> Also, in general, for experimental aircraft:
> 
> -   Is it a requirement that the firewall be made of stainless steel? No, 
> but the airworthiness inspector  who issues you your certificate under 
> Experimental would not be happy.
> -   Can experimentals fly in controlled airspace in Australia?
> Yes, provided it has VH registration and a callsign.
> Certification process
> Experimental with VH registration gives you all the airborne privileges of 
> full certification but allows you to conduct your own maintenance according 
> to an agreed achedule.
> Is there a homebuilder's association (PFA or EAA style) in Australia?
> Sport Aircradft Association of Australia (SAAA). They have a web site.
> Is there a homebuilder's club in Sydney or Canberra?
> Yes. refer website
> Who do you talk to for certification? Is it the CAA, or a homebuilder's 
> association like in the UK?
> If you go for experimental, the SAAA can provide you with authorised people 
> for a 

KR> A call to the Aussie crowd

[Martindale Family]

Hi Chris

Under Experimental or Ultralight, the old 95.22(?) CASA rules don't apply.

As far as I know there was never a formal rule about hinges or sticks in the 
old Amateur Built Aircraft Approval (ABAA) #45 which applied to KRs. It 
regulated everything bloody else like glues, timber, fibreglasses, gross 
weight and  CoG. Anything outside the RR plans needed individual Reg 35 
engineering approval (big bucks). Some of these regs were common sense and 
we should abide them in any case, especially the CoG (12-14"). The ABAA also 
allowed an increase in gross to 500kg (1100lb) and in those days (pre mid 
1990s) Australia one one of few countries without experimental where this 
weight was legal. These days, under experimental, all we need is the CoA 
issued by an approved person from the SAAAand he loves best practice as 
should we all. We can do what we like provided we don't prejudice the 
property or safety of others (stems from our Constitution apparently) and 
this is what the authorised person is concerned with.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm


snip.The local authorities don't like teh stick arrangement in kr's 
and they
> require more than the three hinges on teh plans, best thing to do is go 
> into
> the casa office 

KR> Foam

[Martindale Family]

If NASA can't get its foam right on the shuttle what chance have we puddle 
jumpers??

I used the cheaper powdery refrigeration urethane foam on my turtle deck and it 
is behaving the same as Mark's, that is, the resin and micro soaked component 
is tearing away from the rest leading to bubbles. As fast as I repair one 
another appears somewhere else.

On the other hand, I used expensive quality Divinylcell on my wings and have 
had no problem except in one spot where I think paint thinner got through a 
pinhole and dissolved a little bit leading to a "negative bubble" as though a 
kid had pushed his thumb down. I can't recommend Divinylcell enough. You can 
warm it and bend it to approximate wing profile to minimise sanding and it can 
be bought with slots cut across it to allow even more curvature. It comes with 
a light fibreglass backing that just needs a resin paint to seal. It surfoams 
and sands really well. For Aussies, there is a Divinylcell manufacturer and 
distributor in Sydney.  

We seem to hear a lot about bubbles in KRs so I reckon use the best foam you 
can get and minimise labour and repairs later.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Static rpm.

[Martindale Family]

Don

You must have had a very fine pitch non standard or undersized prop. Max 
static rev on the O-320E2D in the 150hp Cardinal is only about 2350rpm 
according to the manual. I'm not surprised the engine failed, with 2600 rpm 
static it could easily be red lined in the cruise unless flown at reduced 
power.

Regards John

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "D F Lively" 
To: "KRnet" 
Sent: Tuesday, June 13, 2006 5:54 AM
Subject: Re: KR> Had to cancel C-175 purchase, lesson learned.


> Ron:
>
> For Los Alomos I think 2900 to 3000 rpm may have been a bit much to expect 
> because of  its altitude even when leaned to max poweer but for sure 2300 
> rpm was bad news.  I had an engine failure in a 150 Hp Cardinal Easter 
> Sunday '71 flying back to Orange County(SNA) from Pescott AZ(PRC?).  When 
> I did my full-power run-up before I left I leaned to max power and got 
> 2550 to 2600 rpm so that bird was very sick you were looking at.  The 
> Failure I had was in the left rear
> piston around the wrist-pin but even then I had 1300 rpm at full throttle 
> @ touch-down with the planes "Barn Doors" fully deployed.  The craft had 
> 1150 hrs TT A
>
> Sounds to me like some one looking for a sucker.
>
> Good Choice.
>
> Don
>  
>
> Ron Smith wrote:
>
>> I was ready to buy a Cessna 175 from a guy in Los Alamos N.M. At the 
>> insistance of my flight instructor (to whom I am greatly  indebted), I 
>> had a prebuy done. Although the gentleman thought his airplane was 
>> "fine", there were 4 bad cylinders, (in the 30's compression), static run 
>> up was only 2300, when it should have been 2900 to 3000. According to the 
>> A there was alot of metal found in the crank case. He said that he 
>> would not allow that plane to fly AT ALL.
>>
>> Lesson learned. Always get an independent mechanic to look at any 
>> aircraft you are planning to purchase. No matter how straightforward the 
>> seller is!!!
>>
>> The plan is now to get my ticket in the newer 172's at the school here in 
>> Buckeye AZ.
>>
>> I did some crosswind landings with 12 knot winds this morning. I have 27 
>> hours now, and about 105 landings.
>>
>> I should have a hanger this month to start contruction back up on the KR.
>>
>> Sorry to hear about John. I talked with him a couple of times by email. 
>> He lived not far from me when I was still in cali. Just a reminder to us 
>> all to remain vigilant.
>>
>> Ron Smith
>> Kr2ssxl
>> Cypress Ca U.S.A.
>> mercedesm...@yahoo.com
>> http://ronsmith.myphotoalbum.com/albums.php
>>  __
>> Do You Yahoo!?
>> Tired of spam?  Yahoo! Mail has the best spam protection around
>> http://mail.yahoo.com
>> ___
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>> 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> Static rpm.

[Martindale Family]

Also, the Cessna 175 is a geared engine and so static engine rpm would 
normally be greater in Ron's case.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869094 (W)
mobile:  0417 584767
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "Martindale Family" <johnja...@optusnet.com.au>
To: "KRnet" <kr...@mylist.net>
Sent: Wednesday, June 14, 2006 10:20 PM
Subject: Re: KR> Static rpm.


> Don
>
> You must have had a very fine pitch non standard or undersized prop. Max
> static rev on the O-320E2D in the 150hp Cardinal is only about 2350rpm
> according to the manual. I'm not surprised the engine failed, with 2600 
> rpm
> static it could easily be red lined in the cruise unless flown at reduced
> power.
>
> Regards John
>
> John Martindale
> 29 Jane Circuit
> TOORMINA NSW 2452
> AUSTRALIA
>
> phone:  61 2 66584767 (H)
> 61 2 66869094 (W)
> mobile:  0417 584767
> email:johnja...@optusnet.com.au
> web: www.members.optusnet.com.au/johnjanet/Martindale.htm
> - Original Message - 
> From: "D F Lively" <riksh...@interl.net>
> To: "KRnet" <kr...@mylist.net>
> Sent: Tuesday, June 13, 2006 5:54 AM
> Subject: Re: KR> Had to cancel C-175 purchase, lesson learned.
>
>
>> Ron:
>>
>> For Los Alomos I think 2900 to 3000 rpm may have been a bit much to 
>> expect
>> because of  its altitude even when leaned to max poweer but for sure 2300
>> rpm was bad news.  I had an engine failure in a 150 Hp Cardinal Easter
>> Sunday '71 flying back to Orange County(SNA) from Pescott AZ(PRC?).  When
>> I did my full-power run-up before I left I leaned to max power and got
>> 2550 to 2600 rpm so that bird was very sick you were looking at.  The
>> Failure I had was in the left rear
>> piston around the wrist-pin but even then I had 1300 rpm at full throttle
>> @ touch-down with the planes "Barn Doors" fully deployed.  The craft had
>> 1150 hrs TT A
>>
>> Sounds to me like some one looking for a sucker.
>>
>> Good Choice.
>>
>> Don
>>  
>>
>> Ron Smith wrote:
>>
>>> I was ready to buy a Cessna 175 from a guy in Los Alamos N.M. At the
>>> insistance of my flight instructor (to whom I am greatly  indebted), I
>>> had a prebuy done. Although the gentleman thought his airplane was
>>> "fine", there were 4 bad cylinders, (in the 30's compression), static 
>>> run
>>> up was only 2300, when it should have been 2900 to 3000. According to 
>>> the
>>> A there was alot of metal found in the crank case. He said that he
>>> would not allow that plane to fly AT ALL.
>>>
>>> Lesson learned. Always get an independent mechanic to look at any
>>> aircraft you are planning to purchase. No matter how straightforward the
>>> seller is!!!
>>>
>>> The plan is now to get my ticket in the newer 172's at the school here 
>>> in
>>> Buckeye AZ.
>>>
>>> I did some crosswind landings with 12 knot winds this morning. I have 27
>>> hours now, and about 105 landings.
>>>
>>> I should have a hanger this month to start contruction back up on the 
>>> KR.
>>>
>>> Sorry to hear about John. I talked with him a couple of times by email.
>>> He lived not far from me when I was still in cali. Just a reminder to us
>>> all to remain vigilant.
>>>
>>> Ron Smith
>>> Kr2ssxl
>>> Cypress Ca U.S.A.
>>> mercedesm...@yahoo.com
>>> http://ronsmith.myphotoalbum.com/albums.php
>>>  __
>>> Do You Yahoo!?
>>> Tired of spam?  Yahoo! Mail has the best spam protection around
>>> http://mail.yahoo.com
>>> ___
>>> 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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>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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>
>
> ___
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KR> Horizontal stab stall

[Martindale Family]

Hi Bill,

Please elaborate on the Aerospace Department's conclusions.

Seems to me a pitch up would occur in these circumstances only if the 
aircraft had its weight behind the CoG and that component is in excess of 
the lift available from the tailplane under forward stick. Obviously I'm 
missing something here and why isn't it reported from other Diehl wings 
currently flying. I agree, whatever it is it is potentially dangerous. 
Critically, does the nose actually drop at the stall itself after the pitch 
up immediately prior it?

Cheers John

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph: 61 2 66584767
email:  johnja...@optusnet.com.au
website: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "countryhomeprint" 
To: "KRnet" 
Sent: Friday, April 14, 2006 6:47 AM
Subject: KR> Horizontal stab stall


> KR-netters
>
> After consulting  with the Aerospace Department at Mississippi State 
> University concerning the pitching up of my KR-2 upon stall approach, a 
> probable cause has been reached. The Horizontal Stabilizer is stalling 
> prior to the wing stall. This may be caused by the longer wing by Dan 
> Deihl. This creates a very dangerous condition. There are three ways to 
> prevent this condition. (1) Increase the stabilizer area by increasing by 
> several inches the length of the stab. The standard flat stabilizer is 
> only about 50% as efficient as a stabilizer with a true airfoil which 
> leads to the 2nd method of prevention. (2) Change the stab airfoil to a 
> true airfoil which will increase the efficiency of the stab. And (3), 
> Don't stall the aircraft, keep the airspeed well above stall.
> It has been noticed that some KR-2 builders constructed a true airfoil 
> rather than the flat stab shown in the plans. Maybe it should be noted to 
> other KR builders to do the same.
> You guys who have true airfoil stabs, where did you get your plans, 
> technical info., etc. I would like to change my stab to a true airfoil.
>
> Maybe if I put Armorall on my horizontal stabilizer my problem will be 
> solved.
>
> I'm still finding dingle berrys after that close call.
>
> Bill Page
> boliverp...@bellsouth.net
> ___
> 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> Horizontal stab stall

[Martindale Family]

That might refer to the airstream over the tailplane being disturbed or 
blanked by the mainplane at high AoA. Especially noticable in T tails like 
the Boeing 727 or the Piper Tomahawk. Can make spin recovery difficult.

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph: 61 2 66584767
email:  johnja...@optusnet.com.au
website: www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "D F Lively" <riksh...@interl.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, April 14, 2006 9:11 AM
Subject: Re: KR> Horizontal stab stall


> John:
>
> It seems to me there was an issue called the "Secondary Stall" that my
> instructor said was potentially very dangerous but that was 43 years ago 
> and
> beyond a vague recollection I recall little of the issue.  My training was 
> in
> Cessna 150s.
>
> Don
>  ----
>
> Martindale Family wrote:
>
>> Hi Bill,
>>
>> Please elaborate on the Aerospace Department's conclusions.
>>
>> Seems to me a pitch up would occur in these circumstances only if the
>> aircraft had its weight behind the CoG and that component is in excess of
>> the lift available from the tailplane under forward stick. Obviously I'm
>> missing something here and why isn't it reported from other Diehl wings
>> currently flying. I agree, whatever it is it is potentially dangerous.
>> Critically, does the nose actually drop at the stall itself after the 
>> pitch
>> up immediately prior it?
>>
>> Cheers John
>>
>> John Martindale
>> 29 Jane Circuit
>> TOORMINA NSW 2452
>> AUSTRALIA
>>
>> ph: 61 2 66584767
>> email:  johnja...@optusnet.com.au
>> website: www.members.optusnet.com.au/johnjanet/Martindale.htm
>> - Original Message -
>> From: "countryhomeprint" <countryhomepr...@bellsouth.net>
>> To: "KRnet" <kr...@mylist.net>
>> Sent: Friday, April 14, 2006 6:47 AM
>> Subject: KR> Horizontal stab stall
>>
>> > KR-netters
>> >
>> > After consulting  with the Aerospace Department at Mississippi State
>> > University concerning the pitching up of my KR-2 upon stall approach, a
>> > probable cause has been reached. The Horizontal Stabilizer is stalling
>> > prior to the wing stall. This may be caused by the longer wing by Dan
>> > Deihl. This creates a very dangerous condition. There are three ways to
>> > prevent this condition. (1) Increase the stabilizer area by increasing 
>> > by
>> > several inches the length of the stab. The standard flat stabilizer is
>> > only about 50% as efficient as a stabilizer with a true airfoil which
>> > leads to the 2nd method of prevention. (2) Change the stab airfoil to a
>> > true airfoil which will increase the efficiency of the stab. And (3),
>> > Don't stall the aircraft, keep the airspeed well above stall.
>> > It has been noticed that some KR-2 builders constructed a true airfoil
>> > rather than the flat stab shown in the plans. Maybe it should be noted 
>> > to
>> > other KR builders to do the same.
>> > You guys who have true airfoil stabs, where did you get your plans,
>> > technical info., etc. I would like to change my stab to a true airfoil.
>> >
>> > Maybe if I put Armorall on my horizontal stabilizer my problem will be
>> > solved.
>> >
>> > I'm still finding dingle berrys after that close call.
>> >
>> > Bill Page
>> > boliverp...@bellsouth.net
>> > ___
>> > 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
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KR> cg with Deihl wing skins

[Martindale Family]

Bill and Don

I own a Cardinal and have test flown them. The underside of the elevator 
used to stall at extreme back pressure resulting an uncontrolled pitch down 
of the nose. This was cured using inverted slots as you say but the point I 
am making is that it is a different issue to the stall of the main wing 
where you want the nose to drop to recover. The Cardinal issue occured 
during the flare when you want to keep the nose up and it wouldn't leading 
to a porpoise. It was not an issue for the stall you are talking aboutin 
fact it helped!!  Bill's problem sounds more like a CoG problem, ie., to far 
back such that the elevator cannot lift the tail to decrease AoA on the main 
planeor perhaps the elevator travel is limited/incorrectly rigged.

Regards John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: "D F Lively" <riksh...@interl.net>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, March 30, 2006 1:53 PM
Subject: Re: KR> cg with Deihl wing skins


> Bill:
>
> I can not address this with respect to KR aircraft but do have knowledge 
> of an elevator stall problem in the early units of a certified craft that 
> led to ADs.  The early Cessna Cardinals(177s) with the Laminair flow wing 
> had such a problem  That crafy has a "Flying Tail" and is a high wing. 
> Cessna cured that problem by adding LE slots to the elevator.  I do not 
> know whether it help or not but perhaps some examination of  the elevator 
> stall problem assciated with the Cardinal problem may serve as a basis for 
> understandin of elevator stall problems cause and cure.  Perhaps a direct 
> inquiry of  Deihl himself will shed some light.
>
> Just a suggestion as it sounds way to importent to let slide.
>
> Don
>  
>
> countryhomeprint wrote:
>
>> Recently the first flight was made in 880AB. As with most any 
>> experimental aircraft a few problems occur. Question? Is the cg range for 
>> Dan Deihl wing skin wings the same as for the standard KR-2 wings? 
>> N880AB's cg falls within the limits for the standard KR-2, however my KR 
>> feels tail heavy. I am unable to establish a true stall due to the 
>> uncontrolled pitching up of the wings prior to stall. It feels as if the 
>> horizontal stab and elevator are stalling prior to the wings. This 
>> happened during the first stall approach and a stall approach will not 
>> happen again until the problem is solved. Has anyone experienced this? 
>> Anyone have a thought as to WHY. This could be a dangerous situation.
>>
>> Bill Page
>> boliverp...@bellsouth.net
>> ___
>> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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KR> spruce to start the fuselage

[Martindale Family]

Troy

There is a complete list of spruce requirements listed at the back of your 
registered plans.

John

- Original Message - 
From: "troy Mcgrew" 
To: 
Sent: Wednesday, March 08, 2006 11:24 AM
Subject: KR> spruce to start the fuselage


>I am eager to start building the sides of the fuselage and called wicks to
> see what spruce I would need out of the spruce kit and they didn't know.
>
>
> This is the first on the list, would this do it for the sides?
>
> KR200-017 5/8X5/8X12' SPRUCE 6 EA
> KR200-019 5/8X5/8X120'RAN SPRUCE 1 EA
>
>
>
> ___
> 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> Registry Windows XP

[Martindale Family]

Folks, off topic I know but I've been having such problems lately with my 
computer running intermittently slowly.

I downloaded Reg Seeker from www.hoverdesk.net/freeware.htm and gave it a 
burl... It found 1410 problems in my registry. When added to the 394 bits 
of spyware uncovered by AdAware, I'm amazed the electrons moved at all. Use at 
your own risk but it sure fixed me up. I'm a happy little Vegemite now.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417584767

email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> slipping

[Martindale Family]

Hi Bobby

Yep. Each to his own. You can either approach as a crab in balance (ball 
centred) and kick straight like Larry describes and I prefer. or you can 
slip all the way down with a wing low, nose aligned and out of balance (ball 
to one side). Either way will work and is acceptable. Pilots have argued 
this one for decades. My point was simply that if you do the latter then 
angle of attack must be decreased to avoid the stall and thus nose down 
means airspeed goes up. Stall speed is always increased when an aircraft is 
flown out of balance.

Regards John.

- Original Message - 
From: 
To: "KRnet" 
Sent: Thursday, February 09, 2006 7:23 AM
Subject: Re: KR> slipping


> John,
> I disagree...Approaches in a crosswind should be with a wing low
> and the airplane lined up with the centerline. That is why so many
> people have trouble flying a tailwheel. They are used to crabing it
> in, crashing it sideways on the runway, and letting the tricycle gear
> straighten them up.  Bobby
>
>
>
>
>
>
>
>
>> Hi Bill
>>
>> Actually airspeed must be increased in a sideslip because stall speed is
>> raised also. This is because the wing becomes less efficient and the lift
>> drag ratio is reduced. This means a greater angle of attack (nearer to 
>> the
>> stall) at a given airspeed to maintain lift or alternatively you must
>> increase air speed. If side slipping an approach you should always be
>> applying some forward stick at the same time hence the steeper descent
>> angle. Flaps were invented to overcome this as you say, to give a steeper
>> approach angle and reduced airspeed. Side slip without forward stick has
>> killed many a Tiger Moth pilot since it can put you into an opposite spin
>> with no altitude in which to recover. Aerobatic pilots actually use this
>> to
>> advantage ti initiate spins at safe altitudes.
>>
>> Also an approach in a cross wind is a crabbed approach not necessarily a
>> side slip. The aircaft should still be balanced relative to the wind 
>> (ball
>> central) but its approach relative to the ground is skewed. In a side 
>> slip
>> the ball is one way or the other depending on your rudder input and this
>> can
>> be achieved without cross wind if desired.
>>
>> Cheers John.
>>
>> - Original Message -
>> From: 
>> To: "KRnet" 
>> Sent: Wednesday, February 08, 2006 11:48 PM
>> Subject: Re: KR> slipping
>>
>>
>>> By slipping one must qualify the type.  By definition you will be cross
>>> controlled in a forward slip, no way around that one.  A side slip
>>> however
>>> would be used during a crosswind landing (kind of hard not to if you
>>> actually want to land on the runway).  As far as slips being "dangerous"
>>> I
>>> think that it was a required skill for all of us in order to get the
>>> private.  Remember those no flap landings.  Guess what, a forward slip
>>> isn't
>>> dangerous and it provides the same advantage as flaps, steeper approach
>>> angle without the increased airspeed.  Flaps weren't always around
>>> folks.
>>> They were added to planes like that little wheel up front on your trike
>>> gear
>>> plane to make landings easier.  That is also why actually having
>>> tailwheel
>>> time is essential.  Trust me if you go from the 172 world straight into
>>> your
>>> tailwheel KR you will quickly learn what the term "ground loop" means
>>> and
>>> it
>>> ain't an aerobatic maneuver.
>>>
>>> Bill Zink
>>> - Original Message -
>>> From: 
>>> To: "KRnet" 
>>> Sent: Wednesday, February 08, 2006 1:21 AM
>>> Subject: KR> slipping
>>>
>>>
 Slipping is natural when conditions require slipping.
 However, there sometimes is a tendancy to cross control
 which can be dangerous.
Not many pilots understand the tendancy to cross
 control or even what it means.
Is there a CFI out there who would be generous enough
 to elaborate on this?
 JR
 ___
 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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>>> 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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>> please see other KRnet info at http://www.krnet.org/info.html
>>
>
>
> ___
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> to UNsubscribe from KRnet, send a message to 

KR> slipping

[Martindale Family]

I like the B52s where you crab all the way down and crank in the crosswind 
angle on the undercarriage offset. Kind of like controlling a supermarket 
trolley and you look out the side window on roll out. :-)

- Original Message - 
From: 
To: 
Sent: Thursday, February 09, 2006 10:30 AM
Subject: Re: KR> slipping


> OK the heavier aircraft, I've flown the B-727 a little over 20 years, and 
> am
> just coming up on 2 years on the A-300.  We were taught, (and it works) 
> to
> crab down final, and at the last 100 to 200 feet to transition into a slip 
> for
> touchdown.  However, that does not work well on the DC-8 or so my  friends
> tell me.  On that aircraft, with the larger CFM-56 engines, if you  bank 
> over
> about 6 degrees, you would catch a pod.  So on the -8, you  crabbed and 
> "kicked"
> the airplane straight just during the flare.  It is a  different view in
> these aircraft during the crab phase, as some of the  longer-fuselage 
> aircraft,
> when the main landing gear is centered on the runway,  the nose will be 
> over the
> weeds.
>
> Bill Zorc
> KR-2.5 Corvair project
> Vero Beach, FL
> ___
> 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> slipping and stalls

[Martindale Family]

Sorry Colin :-)

I reckon what I say is correct in any phase of flight where there is 
positive G on the wing. An exception is if you conduct a pushover. In that 
case, I agree, you cannot stall at  zero G and airspeed can safely drop 
right off, eg., like in a wingover.

Under any positive G, if you fly close to the stall (whatever it might be) 
and then induce a side slip you risk the stall and possible spin 
irrespective of whether you are descending, climbing or maintaining level 
flight. You must put the stick forward and on descent this will produce an 
increase in airspeed. I sincerely hope you are not teaching students to 
conduct sideslip approaches at the same airspeed as that applying to a 
balanced approach. If so, you are eating into your safety margin in my 
humble view. Even worse if you have some flap out masking the elevator 
effectiveness, eg., the Cessna 150 where slips are prohibited under flap.

Regards John.

- Original Message - 
From: "Colin Rainey" 
To: 
Sent: Thursday, February 09, 2006 1:24 PM
Subject: KR> slipping and stalls


> John
> All of that would be true in level coordinated flight.
> But in a slipping descent as in ANY maneuver while DESCENDING, IF a pilot
> does NOT
> attempt to remain level, but rather continues the descent, than the 
> maneuver
> does NOT
> increase the load factor on the wings. Load factor is what increases the
> stall speed.
> The descent has already reduced the angle of attack. This is why you are
> descending
> in the first place; lack of enough lift to remain in level flight.
> What killed those pilots you spoke of is the classic crossed controlled
> stall, usually
> on the base to final turn, but could happen at any point, where the 
> airspeed
> appears
> to be high enough, due to what Larry pointed out, a misalignment to the
> relative
> wind, as compared to normal flight. The exposing of the fuselage side to 
> the
> relative
> wind causes an increase in drag, which if the nose is not lowered to
> counter, can
> cause a TREMENDOUS loss of airspeed quickly. A Tiger Moth has the added
> problem
> of being a biplane, already with a high drag configuration, and limited
> visibility, so the
> sight picture during the approach is aggravated, by being blocked more.
> Increasing airspeed will only undo what the slip is doing for you. Adding
> POWER to
> assist in maintaining the same airspeed may make it easier, but will make
> the transition
> tricky, especially if you happen to forget about the added power.
>
> There are two primary reasons that commercial aircraft crab way down 
> final,
> and then "kickout"
> into the sideslip touchdown:
> 1) Passengers do NOT like to be pointed at the ground!  That is a big NO 
> NO!
> Big bank angles
> when on final, or while descending is gaurunteed to get the "You can't 
> fly,
> worst landing I ever had"!
> remarks from de-planing passengers
> 2) Many air carrier aircraft cannot lower the wing enough to compensate 
> for
> the higher winds on final
> and still clear the ground with the engines or wingtips.  The volume of
> buildings and surface friction
> tend to lower the surface winds, so that the large plane can lower its 
> wing
> enough during the "kickout"
> procedure. So they crab until just before touchdown, then "kickout" into 
> the
> sideslip to take advantage
> of the slower windspeed, and quick touchdown where the wheels will take 
> over
> directional control.
> Thrust reversing and spoilers make sure that the aircraft remains
> controllable by slowing quickly
> and reducing lift even more.  Since we don't have these devices, 
> "kickouts"
> are tricky and not
> recommended for lower hour pilots.
>
> Although it is a procedure that commercial pilots, even for single engine
> rating are taught to add
> to their bag of tricks, other pilots are normally not taught, and are
> discouraged from using it. The
> FAA prefers using what they call a stabilized approach. That is, crab for
> correction at all times
> while in normal flight, except on short final. When established on final,
> and still at approximately 200
> to 300 feet off the ground, transition smoothly from the crab correction, 
> to
> a wing low stabilized
> attitude, and maintain this attitude with corrections as the wind changes,
> until touchdown, and all
> wheels are down, and then transition into the appropriate taxiing wind
> correction until shutdown.
>
> Ken Jones:  Thanks for the heads up!  Went to the wrong FAR/AIM! Got to
> throw that one away!
>
> Colin M Rainey
> First National Mortgage Sources
> Lending Solutions in All 50 States
> 386-673-6814 o
> 407-739-0834 c
> co...@firstnationalmortgage.org
>
> ___
> 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> Great Plains Brakes

[Martindale Family]

Folks

I disassembled my Great Plains master cylinders today. There are no relief 
ports or valves anywhere and no resevoirs. It is a simple plunger/o-ring with 
an internal spring to return it to its fully out position. If completely filled 
and bled, there is no room for heat expansion thus the slave must move out and 
lock on the disk. Cylinder orientation becomes irrelevant. 

So, either one must find a fluid that doesn't expand at all under heat, or the 
system must be under filled so that the master plunger can still move out if 
needed. I'm suggesting about 1/8" should be enough play.Full plunger movement 
is about 5/8" but is limited by the smaller distance that the pad moves.

Problem is that the space will inevitably fill with air leading to diminished 
brake effectiveness. Can't see any other solution short of a redesign however, 
any other ideas?

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417584767

email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> slipping

[Martindale Family]

Hi Bill

Actually airspeed must be increased in a sideslip because stall speed is 
raised also. This is because the wing becomes less efficient and the lift 
drag ratio is reduced. This means a greater angle of attack (nearer to the 
stall) at a given airspeed to maintain lift or alternatively you must 
increase air speed. If side slipping an approach you should always be 
applying some forward stick at the same time hence the steeper descent 
angle. Flaps were invented to overcome this as you say, to give a steeper 
approach angle and reduced airspeed. Side slip without forward stick has 
killed many a Tiger Moth pilot since it can put you into an opposite spin 
with no altitude in which to recover. Aerobatic pilots actually use this to 
advantage ti initiate spins at safe altitudes.

Also an approach in a cross wind is a crabbed approach not necessarily a 
side slip. The aircaft should still be balanced relative to the wind (ball 
central) but its approach relative to the ground is skewed. In a side slip 
the ball is one way or the other depending on your rudder input and this can 
be achieved without cross wind if desired.

Cheers John.

- Original Message - 
From: 
To: "KRnet" 
Sent: Wednesday, February 08, 2006 11:48 PM
Subject: Re: KR> slipping


> By slipping one must qualify the type.  By definition you will be cross
> controlled in a forward slip, no way around that one.  A side slip however
> would be used during a crosswind landing (kind of hard not to if you
> actually want to land on the runway).  As far as slips being "dangerous" I
> think that it was a required skill for all of us in order to get the
> private.  Remember those no flap landings.  Guess what, a forward slip 
> isn't
> dangerous and it provides the same advantage as flaps, steeper approach
> angle without the increased airspeed.  Flaps weren't always around folks.
> They were added to planes like that little wheel up front on your trike 
> gear
> plane to make landings easier.  That is also why actually having tailwheel
> time is essential.  Trust me if you go from the 172 world straight into 
> your
> tailwheel KR you will quickly learn what the term "ground loop" means and 
> it
> ain't an aerobatic maneuver.
>
> Bill Zink
> - Original Message - 
> From: 
> To: "KRnet" 
> Sent: Wednesday, February 08, 2006 1:21 AM
> Subject: KR> slipping
>
>
>> Slipping is natural when conditions require slipping.
>> However, there sometimes is a tendancy to cross control
>> which can be dangerous.
>>Not many pilots understand the tendancy to cross
>> control or even what it means.
>>Is there a CFI out there who would be generous enough
>> to elaborate on this?
>> JR
>> ___
>> 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> Brakes

[Martindale Family]

Folks,

I've heard back from Steve Bennett at Great Plains about my brake problem. He 
has been really helpful given my difficulty in explaining my system to him in 
email words. He has no knowledge of the problem previously which suggests it is 
my setup at fault.

Steve suggests that if the cylinders are to be vertical then the bleeder and 
exit line to the slave should be at the bottom (yes!!) and the plunger at the 
top. This is opposite to what I've done but I reckon it would make bleeding 
almost impossible in situ. There would be no way to get air out next to the 
plunger.

Nonetheless, I'll try it by bleeding first before I mount it upright. I'm also 
going to pull the bugger to bits to confirm how it works and whether it has any 
relief ports at all. Finally, I'm gonna put identical amounts of brake fluid in 
the frig and the sun and determine what expansion there is. If none of that 
works I'll use whisky (Bourbon to you fellas) which will come in handy if she 
decides to nose over under lock on me :-)

Mark L's experience with the VW master and overfilling sounds on the money to 
me also.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> test flying

[Martindale Family]

Oh too right...and if there isn't enough rudder authority at low speed you 
can't recover from my experience unless you get the tail wheel planted. 
That's how I hit a taxi light and snapped my prop. It's why I don't like 
mucking around in that critical area of minimium controllability...it's 
groundloop territory.sorry Colin :-).  Keep that throttle gentle both 
power up and down and be ready to pedal.

John

- Original Message - 
From: "Brian Kraut" 
To: "KRnet" 
Sent: Thursday, February 02, 2006 1:24 PM
Subject: RE: KR> test flying


> Oh, and one more thing particularly with a higher powered engine.  The KR
> tracks pretty straight on tail up taxii runs, but will dart off if you 
> pull
> the power back too fast and are not ready on the rudder.
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Brakes

[Martindale Family]

Hi Jeff

I'm using a Castrol automotive DOT 4 green fluid. Great Plains says to use 
automotive rather than the aviation red mineral stuff because automotive seals 
are used. Nontheless I reckon you are on the right track with the fluid 
expansion.

Today was hot, the brakes locked and I cracked the slave bleeder for less than 
a second just off then on again...about a zillionth of a drop came out and they 
released right up.

So the issue is in the master where I cannot find any external venting at all!! 
I think this must mean the fluid expansion must be via a port around the 
plunger that is uncovered at restbut is there one and how critical must the 
plunger location be for it to work. I've emailed Steve Bennett for an 
explanation and I'll post the answer in due course.

Oh, and Frank, I have found that by landing upside down I can get around the 
southern hemisphere problem but then another thing gets me 
stumped...I can't work out why the canopy locks up instead of the 
wheels. :-)

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Brakes

[Martindale Family]

..and I should clarify what I said earlier. My system does not have a 
integral resevoir as such like you see in, for example, my Cessna Cardinal. All 
fluid storage is within the master itself which is about 3" long by 1" diameter.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> More brakes

[Martindale Family]

and here is the site picturing my system. It actually recommends transmission 
fluid as well..

http://www.greatplainsas.com/ihydbrake.html  

Is anyone else using this system?


Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> More brakes

[Martindale Family]

Hi Brian

I was wondering about that also until I read on the site I just posted that 
the bleeder/pipe exit end should be highest to get a good bleed, ie., rod 
lowest.

John

>I had the Great Plains brakes and didn't have any problems with them.  I 
>had
> the rod side facing up.  I don't know if that was why I didn't have
> problems, but it sounds like a likely cause to me.
.. 

KR> Brake museings

[Martindale Family]

OK folks

I'm thinking real hard now and you all know that's dangerous.

Imagine a simple closed hydraulic system with a large diameter plunger at one 
end (the slave at the disks) and a smaller one at the other (the master).

Put the system under pressure by heat. Pressure and thus volume is distributed 
evenly throughout and so the smaller plunger will move further than the large 
one and the latter does not lock up on the wheel because once it touches any 
pressure and volume is dissipated at the other end.  I suspect this is now the 
Great Plains system operates,ie., there are no relief ports.

However, what if the smaller plunger is prevented or retarded by moving because 
it is simply attached to a relatively heavy articulated brake pedal or 
alternatively is overfilled against its stops. Pressure is then applied in 
relatively greater amount at the disk and lock up occurs. Very little pressure 
is needed as evidenced by the minute amount of fluid that escapes when I 
release the pressure at the slave bleeder.

Now apply a relief port towards the end of the master that normally allows 
fluid to spill around the smaller plunger and return to the resevoir in the 
event of heat to overcome the above scenario. What if the plunger doesn't 
return sufficiently to uncover the port because of the pedal weight. Bingo, 
lock up again.

Next point, the Great Plains system doesn't have a resevoir in the typical 
sense.If a relief port exists, then at rest and under heat, some fluid must 
spill around the plunger via the port to a second internal void somewhere else. 
There are no leaks so it must go somewhere!  If this void is overfilled during 
bleeding then the spill can't occur again leading to lockup.

What happens over a period of hot weather? A little bit of fluid gets pushed 
out the port into the void each time but because my cylinder is vertical, it 
might not get sucked back as the system cools (this would depend on the port 
location relative to fluid level in the void). Next time the brake is used the 
plunger moves in relatively further to take up the reduced volume of fluid and 
eventually the port doesn't get uncovered on release. Again potential lockup.

My solution, yet to be tried, is to put a penny washer across the end of the 
master with a compression spring against it and around the push rod with the 
other end of the spring at the pedal fitting and to ensure enough play in the 
system by not overfilling. Hopefully, the spring will assist the master plunger 
in returning fully and uncovering the relief port. I'll let you know if it 
works.

Comment welcome on all this conjecture. Anyone know of a fluid that doesn't 
expand at all under heat. We're having a real hot spell here. 35-40 C every day 
lately.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> fuel tanks

[Martindale Family]

I have four tanks as follows: 20 left outer  30 left inner  30 right inner
20 right outer litres across the wing between the front and rear spar. Can
only fly solo no baggage with the full 100 litre which then grosses at
1200lbs.  Two up (say 77kg each) requires both the outers to be empty and
about 20 only in each of the inners. CoG remains within the recommended 8-12
inches aft of root leading edge at all times.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
- Original Message - 
From: <feg...@sbcglobal.net>
To: <kr...@mylist.net>
Sent: Saturday, January 28, 2006 5:58 PM
Subject: KR> fuel tanks


> What are the most fuel tanks a KR can have and still
> maintain proper cg limits. and where would they be located
> and at what capacities.
>
> JR
> ___
> 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> Great Plains Brakes

[Martindale Family]

Folks

I have an intermittent problem with my Great Plains brakes. These have separate 
hydraulic master cylinders and disc pads for each side. After they have been 
standing for a while they tend to lock up to the point where I cannot push the 
aircraft around. This due to the pad somehow taking up slack in the system and 
is maybe related to hot temperatures through the Australian summer days and 
cooling at night. I can release the pressure by admitting air through the 
bleeder nipple or alternatively forcing the pad plunger back but this doesn't 
seem to be the correct thing to do. Does anyone know of a solution to this or 
suffer from it? Is it a known problem?  Can anyone describe how the mster 
cylinder works internally to adjust for fluid expansion and temperature. If 
there are no simple solutions from you guys I'll email Steve Bennett. I'm 
worried if they decide to apply themselves in flight that I'll be fishtailing 
or nose overing more than I usually do on landing.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Brakes

[Martindale Family]

Hi Larry

The problem occurs on both sides which are independent of each other so I 
reckon its something to do with the design or my setup. The Great Plains model 
has a resevoir integral with the master cylinder. I have the master cylinders 
mounted vertically in a toe/heel arrangment with the plunger downwards and 
bleeder at the top and maybe this affects the way the internal ports (?) 
compensate. 
It would really help if I knew how they work. I need a picture.  

As you say, it is possible the plunger is binding and not free to travel back 
to its start position but equally there is no particular force like a spring or 
anything to do this. It must rely on residual pressure to return it. Maybe I'll 
pull one down and navel gaze it. It doesn't happen as a result of me applying 
and releasing brakes but rather after a period of sitting still..they sort 
up pump themselves up on their own!!..typical of my aircraft...a mind of 
its own.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> Spar length

[Martindale Family]

Hi Doug

My comment was a generalised one and I had forgotten that RR has an option 
for tanks in the outer. I agree, tanks in an extended inner would be no 
different and maybe better. Sorry to have misled.

Nontheless, I would be interested to know how a KR behaves in a spin with 
fuel only in the outer tanks. Anyone tried it. :-)

Feelin embarassed here John.
- Original Message - 
From: "Doug Rupert" 
To: "'KRnet'" 
Sent: Friday, January 27, 2006 4:26 PM
Subject: RE: KR> Spar length


Obviously I'm missing something here John. Kindly explain the difference
between a properly baffled fuel tank in the stub wings versus the same tank
in the outer wing panels. It would seem to me that if wing drop is your
concern that the same weight further out would have more of a detrimental
effect for spin recovery, not that anyone in their right mind would
intentionally spin a KR. In any event, spin recovery maneuvers are identical
no matter where the fuel is located. I'd be more worried about the c.g.
shift associated with the header tank. As for extending the stub wings, it
would be a snap with the AS 5048 airfoil as the spar is deeper. Using the
stock per plans spar and airfoil I think the added stress would easily be
overcome by wrapping both inner spars with a couple of layers of CF. I'm not
an engineer by any means but it seems to make sense should one want to
attempt such a change. If it were me I would go with the 5048 airfoil and
build the sucker. I would have absolutely no hesitation on taking it into
the air as with the added depth of the spar I think the WAF would now be the
weak link in such an arrangement.
Doug Rupert

Caution. Spin recovery can be affected if the extra distance is used for
tanks. My viewStick to what is proven, that is, stock stub length.

John



-- 
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> ___
> 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> foam and resin

[Martindale Family]

Chris

I used Divinylcell for the foam and Meury Enterprises for the resin (Ciba 
Geigy LC191). Both companies are in Sydney and familiar with aircraft/boat 
construction.

The foam is expensive but worth it as it doesn't powder like the cheaper 
urethane surfboard stuff. You can buy it in sheets with narrow 1mm grooves 
cut in it that allow it to be bent to shape to minimise sanding and wastage.

John

- Original Message - 
From: "Chris Johnston" 
To: "KRnet" 
Sent: Tuesday, January 24, 2006 11:40 PM
Subject: KR> foam and resin


>A question for Australians, can anyone tell me where I can get some foam 
>from, I have tried about 6 companies locally in Sydney but they all charge 
>something like $1000 for a block of foam about 4 ft by 2 ft by 1 ft, and if 
>any one can advise on a good resin for glassing and where I can get it then 
>that would help too, there are so many differret brands available I would 
>much prefer to use something that is known to work, rather than something 
>that the fibreglass salesman thinks will work.
> ___
> 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> Spar length

[Martindale Family]

Caution. Spin recovery can be affected if the extra distance is used for 
tanks. My viewStick to what is proven, that is, stock stub length.

John

- Original Message - 
From: "Stephen Teate" 
To: "KRnet" 
Sent: Thursday, January 26, 2006 1:29 AM
Subject: RE: KR> Spar length


>I increased my stub wing 11 inches on each side. My main reasons for
> doing this were to increase my flap area and effectiveness and to
> increase wing area due to the weight of my engine. I increased the
> number of vertical pieces between the spar caps and then completed it
> per plans. I then added 1/4" plywood to the rear of the main stub spar
> that extends just beyond the edges of the Diehl gear attach brackets.
> These brackets have been moved outside the diameter of the prop for drag
> reasons so the additional plywood is almost full length of the spar.
> Outer wings are stock and will be the Diehl skins. Realize you are
> talking about the main structural component of the aircraft so any
> change to this should really be thought about. I don't think a 1'
> extension is extreme but since I am not yet flying you might want to do
> a search of the archives and see what others have done.
> Good luck,
> Stephen
> ste...@compositecooling.com
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
> Behalf Of bdazzca...@aol.com
> Sent: Wednesday, January 25, 2006 2:42 AM
> To: kr...@mylist.net
> Subject: KR> Spar length
>
> Hi Netters,
>
>   I was wondering if anyone has extended the length of their inner
> spars
> to get over fuel without adding a header tank? If so how much was added
> to
> total length? I would like to add a total of 12".. Is this possible? I
> would
> also be leaving the outer spars their length.
>
>
> David Swanson
> bdazzca...@aol.com
> ___
> 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> KRs around the world

[Martindale Family]

I'm on. Number 3 for Australia.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm



- Original Message - 
From: "Brian Kraut" <brian.kr...@engalt.com>
To: "KRnet" <kr...@mylist.net>
Sent: Monday, December 19, 2005 1:32 PM
Subject: KR> KRs around the world


> If you have not checked out our KR builders and pilots map lately or if
you
> are new check it out and put up your name at
> http://www.frappr.com/krbuildersandpilots.  Martindale Family

KR> Air fuel ratio

[Martindale Family]

Mark and others, here's a neat little digital gauge and a table that shows the 
relationship of sensor voltage to A/F ratio.

http://www.dynotunenitrous.com/store/scripts/prodView.asp?idproduct=129

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au

KR> Max. HP

[Martindale Family]

Hi Bob

Are you sure that tacho reading is correct? I have a 56" 3 blade Warp Drive
prop on a 2700cc Corvair and get about static 3200 rpm at a 17 degree blade
angle. There is no way I could get 3700rpm from 25 degrees.maybe I'm way
down on power...hmmm.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Bob Sauer" <resa...@cox.net>
To: <kr...@mylist.net>
Sent: Saturday, December 10, 2005 11:56 AM
Subject: KR> Max. HP


> I have a three blade Warp Drive prop on my Corvair engine.  How do you set
the throttle to achieve max hp and also achieve 2900 rpm static for the
prop? On the Warp Drive blade setting device, I now have the prop set at 25
degrees, which appears to be quite a twist. The engine will still run up to
3700 rpm.  Seems like I am chasing two unknowns at the same time. Help
please?
>
> Bob Sauer
> Sun City West, AZ
> ___
> 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> air/fuel mixture meter, dirt cheap and cool!

[Martindale Family]

Aye. Just what the boy wants. Now if someone would invent a sensor that
didn't mind leaded fuel I'd be really happy. Be nice to calibrate the gauge.
Does anyone have a mixture to voltage graph to hand?

Thanks Mark.

John

Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

ph:  61 2 66584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "Corvair engines for homebuilt aircraft" <corvaircr...@mylist.net>
Cc: "KRnet" <kr...@mylist.net>
Sent: Monday, December 05, 2005 5:52 AM
Subject: KR> air/fuel mixture meter, dirt cheap and cool!


> VairHeads,
>
> As many of you know, I have an LED air/fuel mixture meter in my airplane,
> and I consider it to be an invaluable tool for setting up the carb
> initially, as well as leaning during flight, and even troubleshooting
engine
> problems later on.  I was doing a little reasearch to help a KR builder
find
> something similar, and stumbled across a daylight readable "analog
display"
> LCD version that is a mere $20, and ready to install.  All you need to
> finish it is a $30 "one wire" Bosch O2 sensor and an 18mm sensor "bung" or
> boss welded into you exhaust manifold ($14 from www.burnsstainless.com and
> other places).  I've got to get one of these jewels, because it will fit
in
> the hole where my useless Tiny Tach now lives (well, it's dead, after only
4
> months), freeing up the 52mm hole where my current A/F meter is now for
> something else.  See  the bottom paragraph at
> http://my.tbaytel.net/guskers/gauges.html and follow the two links at the
> bottom.  I think all of my cars are about to have A/F meters...
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
>
> ___
> 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> prop indexing - dunno what that is !

[Martindale Family]

Hi Peter

My understanding is that balancing and vibration can be two separate issues.
All materials have a rotational frequency about which they vibrate. Even a
perfectly balanced engine can need a torsional damper to ensure that this
frequency is transferred to rev ranges outside the normal operating range of
the engine. Prop indexing assists in this and the rule of thumb we have
discussed recently on this and the Corvaircraft list (search the archives)
is that the prop blade should be mounted at 90 degrees to the nearest crank
throw. Sometimes balancing, dampers, sliding crank counterweights and
indexing are still not enough and in those cases we see tachos placarded
against certain rev ranges (eg., the Cutlass O-360).

Regards John






- Original Message - 
From: "Peter Diffey" 
To: 
Sent: Sunday, November 27, 2005 8:47 AM
Subject: KR> prop indexing - dunno what that is !


> Hi,
>
> I guess that indexing a prop is a US term, cos I have not heard it in
> UK, so I am guessing what is meant.
>
> I think in many cases it is a practical choice rather than an
> engineering decision.
>
> Assuming that the prop is well balanced, the orientation should not make
> any difference what way round it is, however in the case of  props on
> hand swung VW engines, if you put the prop on 120 degrees out, it will
> be a pig to start, because you reach TDC with the prop at something like
> 300 true, or  down by your boot laces.
>
> I know that there are blokes out there that like to try anything just to
> prove it can be done
>
> Ah, finally, *ugger, *ollocks and other anglo-saxon words are perfectly
> acceptable english when the prop kicks back and catches you across the
> knuckles.
>
> Pete Diffey
> St Albans, UK
>
>
>
>
>
>
> ___
> 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> Another tail section question

[Martindale Family]

You want the gap small to minimise air flow from the high pressure side to
the low pressure side. Mind you, the KR elevator is so effective that it
might not matter all that much. My gap is about 2 mm. I wonder how much the
tail surface flexes in flight and whether this could cause binding if too
many hinges were used. I think there is a thread on this. Check the
archives.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Ron Smith" <mercedesm...@yahoo.com>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, November 10, 2005 5:52 AM
Subject: Re: KR> Another tail section question


>
>
> Mark Langford <n5...@hiwaay.net> wrote:
> And don't forget that the "new standard" for those hinges is the "Dr. Dean
> hinge", shown at http://home.hiwaay.net/~langford/dean_hinge/ ...
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
>
>
> Hi Mark,
>
>
>
> I am using the Dr. Dean hinges, but I am keeping the "standard plans
airfoil shapes". I don't see anywhere on the plans where it tells you how to
form that gap. From what I see on the plans it looks as though there is no
gap .Maybe I'm just not reading the plans correctly.  I just made mine about
1/8 of an inch.
>
>
>
> I was wondering how much gap everyone else has.
>
>
>
> I am concerned that I don't get a binding condition, cause by having that
gap to tight.
>
>
>
> Ron Smith
> Kr2ssxl
> Cypress Ca U.S.A.
> mercedesm...@yahoo.com
> http://ronsmith.myphotoalbum.com/albums.php
>
> -
>  Yahoo! FareChase - Search multiple travel sites in one click.
> ___
> 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> Loop De Loop

[Martindale Family]

Must have been a badly executed loop or was it an outside one...definitely a
no no in a 150. Love to see it also.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Steve Bray" <rsb...@hotmail.com>
To: <kr...@mylist.net>
Sent: Monday, November 07, 2005 2:53 AM
Subject: KR> Loop De Loop


> Hello List
>
> Someone sent me a clip of a 150 doing a loop and a dog in the back floated
> up as they went over.
> It was great and I lost it. No idea who sent it and this is a shot in the
> dark. If anyone out there has it or sent it to me could you please send it
> again.
>
> Thanks,
> Steve Bray
> Jackson, Tennessee
>
>
>
> ___
> 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> Tiedowns

[Martindale Family]

Jim

If you're not using wheel pants you can just fabricate a bracket and bolt it
to your undercarriage using the existing bolt locations on the lower leg. I
also use this for a jack point if I need to remove the wheel.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "JIM VANCE" <va...@hbcomm.net>
To: "krnet" <kr...@mylist.net>
Sent: Friday, November 04, 2005 11:46 AM
Subject: KR> Tiedowns


> Steve,
>
> Thanks for the great idea.  I'll say three hail marys and punch some holes
tomorrow.
>
> Ain't the KR net great?  You can show your stupidity, and the whole gang
jumps in to get you going.
>
> Jim Vance
> ___
> 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> battery had bulged

[Martindale Family]

Geday Mark

This is what happened to my battery also when the Kubota regulator failed
(refer archives), I think as a result of overreving the dynamo. The Kubota
dynamo revs should not exceed 4250. I then used a bigger pulley (about 4 1/2
inch dia) to slow it down and have had no further problems. I imagine the
Deere is similiar. Hey, it could be worse.at least your battery buffered
your avionics.

John


The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Jones" <flyk...@wi.rr.com>
To: "KRnet" <kr...@mylist.net>
Sent: Saturday, October 22, 2005 11:30 PM
Subject: Re: KR> battery had bulged


> The battery is a Power Sonic
>
http://www.portablepower.com/items/batteries/SLA/1/Powersonic/PS-12180/PS-12180NB/SL105/35L105S3
> PS-12180NB. This is a UPS (uninteruptable power supply) type battery and
is
> optimized by a charge rate of  5.4A till it reaches 14.4 to 14.7 volts.
Once
> fully charged this type of battery must have a charger that either shuts
> itself down or goes into a float voltage mode. A float mode for this
battery
> is a constant charge range of 13.8 to 13.8 volts continuously. When held
at
> this voltage the battery will seek it's own current level and maintain
> itself in a fully charged condition. I am running the John Deere dynamo
> system and this system emits a continuous charge rate of 14.5 volts. This
> extra voltage can not be tolerated by this UPS battery and I speculate
that
> it heated the battery up causing the bulging of the side. There is a
> possibility, under these circumstances that the battery case could
> rupture/explode while in flight which would create unwanted circumstances.
I
> promoted this as a good Sealed Lead Acid Battery to use in our aircraft. I
> have now flight tested this battery and DO NOT recommend it any longer.
Mark
> Langford, I suggest you remove yours and replace it as well as anyone else
> who may have one.
>
> Mark Jones (N886MJ)
> Wales, WI  USA
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at
> http://mywebpage.netscape.com/n886mj
>
>
> - Original Message - 
> From: "Dan Heath" <da...@alltel.net>
> To: <kr...@mylist.net>
> Sent: Saturday, October 22, 2005 4:16 AM
> Subject: KR> battery had bulged
>
>
> > Mark,
> > So, why do you suppose that your battery was Bulged?
> >
> > See N64KR at http://KRBuilder.org - Then click on the pics
> > See you in Mt. Vernon - 2006 - KR Gathering
> > There is a time for building and a time for FLYING and the time for
> building
> > is over.
> > Daniel R. Heath - Lexington, SC
> > ___
> > 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> Risk assesment

[Martindale Family]

Hey Barry

Is that an Aussie outback shed or what !!

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Barry Kruyssen" <k...@bigpond.com>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, October 21, 2005 7:37 AM
Subject: Re: KR> Risk assesment


> Hi All
>
> I have a Balistic Chute, see my web page to see it installed next to my
OLD engine and why I mounted it there.
http://www.users.bigpond.com/kr2/grs_ballistic_chute.htm.
> I'm away for work for then next week till Saturday 29th, I'll then take
some phots with the new engine.
>
> The type BRS I have, has been used at 800ft inverted, pilot walked away
with minor cuts and bruises.
>
> I think I would always try and have some type of chute on an experimental
aircraft (I always wear a chute when flying a glider)
>
> regards
> Barry Kruyssen
> Cairns, Australia
> RAA 19-3873
>
> k...@bigpond.com
> http://www.users.bigpond.com/kr2/kr2.htm
>
>
>
> I
>   - Original Message - 
>   From: Ron Smith
>   To: kr...@mylist.net
>   Sent: Friday, October 21, 2005 3:19 AM
>   Subject: KR> Risk assesment
>
>
>   The death of Steve Jones has me thinking hard. When I look at how many
deaths have occured in experimental aircraft and compare that to the number
of experimental aircraft that have been completed and flown, it seems to me
that our "hobby" is quite risky.
>
>   I'm ok with that.
>
>   Also I factor in that guys like Steve Jones are very intelligent folks,
meticulous, and thoughtful.
>
>
>   I wonder why we build these small planes without BRS devices. That 3
thousand dollars seem to me to be very cheap insurance.
>
>   Now I know alot of guys will come out of the wood works and say that "as
long as you get the nose down, and fly the plane,  etc etc"
>
>   I'm sure Steve knew to do all those things. He is gone.
>
>
>   Am I all wrong in my thinking?
>   ___
>   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> Spitfire/Bunyip

[Martindale Family]

Off topic but here goes. A nocturnal Australian beast with a eerie call
resembling a woman wailing or a pilot on first solo in his KR. Often heard
in the vicinity of billabongs around the campfire late at night and closely
related to Bundy Bear. Never actually seen but known to be partial to
Vegemite. The subject of several bush ballads and poems written by pioneer
Aussie vagabonds.

John

PS: More trivia.   I've discovered that if you program your GPS to be on
lat/long 0/0 and ask it the distance and direction to 0/180 (ie., the other
side of the world) it gets most confused as it attempts to calculate the
world's equatorial circumference and divide by two.

OK OK I'm gone now.

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Steve Bray" <rsb...@hotmail.com>
To: <kr...@mylist.net>
Sent: Wednesday, October 12, 2005 8:56 AM
Subject: Re: KR> Spitfire/Bunyip


> John
> What is a bunyip?
>
> Steve Bray
> Jackson, Tennessee
>
>
>
>
> >From: "Martindale Family" <johnja...@optusnet.com.au>
> >Reply-To: KRnet <kr...@mylist.net>
> >To: "KRnet" <kr...@mylist.net>
> >Subject: Re: KR> Spitfire
> >Date: Tue, 11 Oct 2005 23:11:27 +1000
> >
> >There is rumoured to be a pirate, unregistered and camoflaged Spitfire
> >operating in the remote guts of Australia. It has been reported on many
> >occasions but has never been tracked down or found by the
> >authorities.it
> >took them long enough to find a rebel Pawnee cropduster with a V8 Chev
> >motor
> >long before experimental came along in this country...and yes I do
believe
> >in bunyips and yetis.
> >
> >John
> >
> >The Martindale Family
> >29 Jane Circuit
> >Toormina NSW 2452
> >Australia
> >
> >ph:  61 2 66 584767
> >email: johnja...@optusnet.com.au
> >- Original Message -
> >From: "Frank Ross" <alamo...@yahoo.com>
> >To: "KRnet" <kr...@mylist.net>
> >Sent: Monday, October 10, 2005 12:17 AM
> >Subject: 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
> > >
> > > ___
> > > 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
>
>
>
> ___
> 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> Spitfire

[Martindale Family]

There is rumoured to be a pirate, unregistered and camoflaged Spitfire
operating in the remote guts of Australia. It has been reported on many
occasions but has never been tracked down or found by the authorities.it
took them long enough to find a rebel Pawnee cropduster with a V8 Chev motor
long before experimental came along in this country...and yes I do believe
in bunyips and yetis.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Frank Ross" <alamo...@yahoo.com>
To: "KRnet" <kr...@mylist.net>
Sent: Monday, October 10, 2005 12:17 AM
Subject: 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
>
> ___
> 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> Fly in coordinates

[Martindale Family]

Hi folks

Just thinking of flying over. Could someone please post the lat/longs of the 
Mount Vernon Fly In. I'm curious to find out how far it is from Coffs Harbour 
and whether I need to refuel. Have a great time you guys.

Regards John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au

KR> Avgas/Mogas & Ellison

[Martindale Family]

Another thing to watch out for is that the SG of Avgas and Auto Fuel
differs. This means that the float level in bowl carbies alters and thus
affects mixtures. Hence the requirement in the STCs for floats to be
adjusted and jets to recalibrated. In my Weber the float difference is about
3.5 mm thus making the adjustments as indicated in the Weber manual for Auto
fuel incorrect for Avgas.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Dan Heath" <da...@alltel.net>
To: <kr...@mylist.net>
Sent: Saturday, August 20, 2005 8:06 AM
Subject: Re: RE: KR> Avgas/Mogas & Ellison


> Yea, I guess I should take this engine off and look for a core to start
> building up.  Who makes the motor mounts?  And I guess I will have to
re-do
> the cowling and I sure hope that I still have room behind the engine for
the
> stuff that I already have on the firewall, like the battery and fuel
filter
> and pumps, or I will have to re-do all that, and I guess I will have to
get
> a new intake and exhaust, and I know this Ellison won't work with the big
HP
> Corvair, so I will have to get an EFS-3A.  Wonder if I can get that done
in
> time for the Gathering next year  Oh, and I wonder if my ignition
system
> will work or if I will have to replace all that also.
>
> Well, it is either that or haul Auto fuel to the airport and hope the
> Ellison does not break or use AvGas and hope the engine does not break.
> Maybe I can just get this engine re-worked to use AvGas or put on a Zenith
> Carbie.
>
> Oh, what to do, what to do.  I think I will just have to think on it for a
> while
>
> See you in Mt. Vernon - 2005 - KR Gathering
> See N64KR at http://KR-Builder.org - Then click on the pics
> There is a time for building and a time for FLYING and the time for
building
> has expired.
> Daniel R. Heath - Columbia, SC
> ---Original Message---
>
> From: Mark Langford
> Date: 08/19/05 17:16:23
> To: Dan Heath
> Subject: Re: RE: KR> Avgas/Mogas & Ellison
>
> > Now ain't that a catch22?
>
> I guess you'll have to put a Corvair in it!
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
>
> ___
> 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> This mornings flight

[Martindale Family]

Goin' good Mark. Guess that means you're happy with the bigger Ellison. Any
idea of fuel consumption?

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Jones" <flyk...@wi.rr.com>
To: "KR Net" <kr...@mylist.net>; "Corvaircraft" <corvaircr...@mylist.net>
Sent: Monday, August 22, 2005 3:03 AM
Subject: KR> This mornings flight


> This morning I headed out .

KR> This mornings flight

[Martindale Family]

Thanks Mark

Our two aircraft appear to be virtually identical in weight and have very
similiar flight characteristics (thanks Orma for the spreadsheet). My fuel
usage is around 22 litres/hour at 3200rpm which also matches you. You're a
bloody copy cat :-)

Have you flown two up yet?

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Jones" <mjo...@muellersales.com>
To: "KRnet" <kr...@mylist.net>
Sent: Monday, August 22, 2005 10:28 PM
Subject: RE: KR> This mornings flight


> I am burning just shy of 6 GPH measured with a measuring stick prior to
> flight and upon return.
>
> Mark Jones (N886MJ)
> Wales, WI
> Visit my web site: http://mywebpage.netscape.com/n886mj
> Email: flyk...@wi.rr.com
>
>
> -Original Message-
> From: krnet-bounces+flykr2s=wi.rr@mylist.net
> [mailto:krnet-bounces+flykr2s=wi.rr@mylist.net]On Behalf Of
> Martindale Family
> Sent: Sunday, August 21, 2005 10:36 PM
> To: KRnet
> Subject: Re: KR> This mornings flight
>
>
> Goin' good Mark. Guess that means you're happy with the bigger Ellison.
> Any
> idea of fuel consumption?
>
> John
>
> The Martindale Family
> 29 Jane Circuit
> Toormina NSW 2452
> Australia
>
> ph:  61 2 66 584767
> email: johnja...@optusnet.com.au
> - Original Message - 
> From: "Mark Jones" <flyk...@wi.rr.com>
> To: "KR Net" <kr...@mylist.net>; "Corvaircraft"
> <corvaircr...@mylist.net>
> Sent: Monday, August 22, 2005 3:03 AM
> Subject: KR> This mornings flight
>
>
> > This morning I headed out .
>
>
> ___
> 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> WW holey cowling

[Martindale Family]

Hi Mark

I reckon I'm interested in those cowls from WW. They look good. Do you know
of critical dimensions:

-   distance from firewall to front plate
-   thrust line below top longeron.

I presume the firewall is stock RR plus a bit below for air exit per your
design.  I'll chat to WW about cost but freight out here is a real killer at
present.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "KRnet" <kr...@mylist.net>
Cc: <william...@aol.com>
Sent: Friday, July 22, 2005 12:01 PM
Subject: KR> WW holey cowling


> William Wynne asked me to post a few pictures of the cowling he's now
selling to KR builders.  This plug started out life as my cowling on Bill
Clapps' plane, so it was already pretty straight.  Straight not because it
was my cowling (NOT), but because Bill is a body man and put 10 pounds of
filler on my cowling shape to make his very nice one.  Bill then added one
of WW's Corvair nosebowls and blended it in to "my" cowling, and this
cowling is the result.  The Molds are made by an expert who usually makes
composite helicoper parts.  It's top quality.  There are a couple of photos
at
> http://home.hiwaay.net/~langford/corvair/05072013m.jpg and
> http://home.hiwaay.net/~langford/corvair/05072015m.jpg .
> It's designed to use a Van's 13" RV spinner, which WW will true up for you
on a fixture for a fee if you'll ship it to him.  The cowling has an extra
inch or two in all directions, so it'll actually work with a slightly longer
prop hub than his, if you're that brave.  Total weight is about 10.5 pounds.
I don't know that he has decided on a price yet, but it sure helps if you're
putting a Corvair on a KR.  Molds are made and he can ship them almost
immediately...
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
> ___
> 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> KR rudders

[Martindale Family]

Orma

The aircraft doesn't know it's in a crosswind because it is all relative
once the wheels leave the ground. You should have your heading offset once
airborne to maintain the track over the ground but the ball should always
remain in the centre, ie., no additional rudder is needed.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Orma" <o...@aviation-mechanics.com>
To: "KRnet" <kr...@mylist.net>
Sent: Wednesday, July 13, 2005 10:39 AM
Subject: KR> KR rudders


> Hello Net
>
> Larry says "a well rigged KR flies best with your feet on the floor, not
the rudder peddles"
>
> Gee Larry, I don't know about that.  When I fly into or away from the
wind, my feet can sit on the floor.  If I am flying with a cross wind, I
trim the rudder to relieve the pressure on my foot.  It is the same with any
plane that I have flown in a crosswind.  Perhaps I am missing something.
Could you explain?
>
> 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/
> ___
> 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> aileron counter weight

[Martindale Family]

I used two pieces of 1/8" steel angle, bolted onto each other like a double
L and taking the counterweight on one arm and clamping the aileron spar
between them on the other. As long as would fit behind the rear spar.

John

Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au

KR> Working hard and getting nowhere

[Martindale Family]

Hi Dan

This probably sounds really obvious but have you got a good ground between
the engine, its mount and the battery -ve terminal.

John

- Original Message - 
From: "Dan Heath" 
To: 
Sent: Sunday, June 19, 2005 10:35 AM
Subject: KR> Working hard and getting nowhere


> I have been fighting this problem for over three weeks now, so I am
throwing
> it out to you Netters

KR> Gear legs.

[Martindale Family]

Hey Jeff

Are they set at a steeper angle or are they thicker to take out some of the
springiness?

Must look like a KR on stilts or do you extend the tailwheel as well.

John

- Original Message - 
From: 
To: 
Sent: Monday, June 20, 2005 11:14 AM
Subject: Re: KR> glide rato..


> 30" Diehl gear legs.

KR> Detonation as crank failure cause?

[Martindale Family]

Hi Jeff

The actual gyroscopic load total doesn't alter because the prop
mass/diameter/speed doesn't change with distance. However, changing its arm
(extension) would alter its distribution along the crank with the bearing
acting as a pivot and could well move it into the same journal as one where
harmonics are focussed as well. The total moments either side of the pivot
must equal zero.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au



- Original Message - 
From: "Jeff Scott" <jscott.pi...@juno.com>
To: <kr...@mylist.net>
Sent: Wednesday, June 22, 2005 12:54 AM
Subject: Re: KR> Detonation as crank failure cause?


>
> Detonation can certainly cause some bearing damage, but it would have to
be quite severe and continuous to break a crank.  I've torn down an engine
subjected to severe and constant detonation (mistimed ignition timing due to
a slipped harmonic balancer in a boat).  It looked like someone had worked
over the tops of the pistons with a ball peen hammer.  The rod bearing
damage was minimal, any damage to the mains was undecernable, and the
crankshaft journals were all still within specs, although no longer
perfectly round.  Had it continued to run as it was, it would have pounded
out the rod bearings and damaged the crank by flattening or otherwise
trashing the rod journals first.
>
> Perhaps it's time to take into account the gyroscopic loads imposed by the
spinning prop.  The prop makes a great gyroscope out in front of the plane.
Any change in direction is resisted by the gyroscopic effect of the prop and
that load is transmitted as a bending moment to the prop hub.  In the
Corvair, there is only one small bearing in the front of the case taking
that load.  That bearing get's used like a fulcrum with second main
countering the gyroscopic load from the prop.  That works pretty well when
you transmit that load through a solid shaft like aircraft engines and even
the VW to some degree.  However, in a Corvair, you are transmitting that
load through the front two rod throws.  The 90 degree break across the throw
right next to the bearing journal indicates to me that the crank was being
flexed with that type of load just as if you had bent it back and forth
until it broke.  The further you move the prop out from that bearing, the
more it magnifies that load.  That doesn't mean that the Corvair is a bad or
dangerous engine.  Only that you have to be mindful of it's design
limitations and place the prop as close to the front bearing as possible to
keep the gyroscopic loads transmitted to the crankshaft to a minimum.  Also
perfectly tracked and balanced, as well as light weight props would be in
order.
>
> Ok, here's the disclaimer.  I am a mechanic, not an engineer, so take my
analysis with a grain of salt.  It is also not my intention to throw rocks
at anyone's plane or engine choice.  My interest here lies strictly in the
safety of my friends.
>
> -Jeff Scott
>
>
>
> -- "Mark Jones" <mjo...@muellersales.com> wrote:
> No one has mentioned anything about detonation of the engine as a factor
in crank failure. Detonation causes undue stresses on a crank by creating a
hammer like force generated from the piston through the rods to the crank.
This hammer-like shock wave being imposed on the crank causes severe
overloading. Detonation can destroy an engine very quickly. How many of the
crank failure engines actually were subjected to detonation. The only one
who has confessed to having detonation was Mark Langford and his was a brief
period on departure per his post of June 10th. Just something else to think
about.
>
> Mark Jones (N886MJ)
> Wales, WI
> Visit my web site: http://mywebpage.netscape.com/n886mj
> Email: flyk...@wi.rr.com
>
> ___
> 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> Detonation as crank failure cause?

[Martindale Family]

Nearest the balancer ie, at the back of the engine and not near the prop.

John

The Martindale Family
29 Jane Circuit
Toormina NSW 2452
Australia

ph:  61 2 66 584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Al Friesen" <nesei...@telus.net>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, June 23, 2005 7:03 AM
Subject: Re: KR> Detonation as crank failure cause?


> Where is the thrust bearing in a Corvair engine? Al
> - Original Message - 
> From: "Jeff Scott" <jscott.pi...@juno.com>
> To: <kr...@mylist.net>
> Sent: Tuesday, June 21, 2005 6:54 AM
> Subject: Re: KR> Detonation as crank failure cause?
> 
> 
> 
> ___
> 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> Perfect Landings in a KR

[Martindale Family]

My one rule, and one I paid heavily for when I did not heed it, was to
> keep the tail up until it would no longer stay up on it's own.
>

I reckon it's all about an instinctive urge to protect one's prop and thus a
reluctance to gut push that stick forward which is necessary to kill the
lift. I am as guilty of this as anyone. Gotta get over it through practice
:-)

John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnja...@optusnet.com.au

KR> Canopy update

[Martindale Family]

I wonder how much air gets in through the gap between the bambi arms and the
> forward deck?

Hi Dan

As much as you want really. I have mine sealed with some of that furry door
seal stuff. I don't guarantee heavy rain though...I've yet to experience it
to find out. Thanks for the kind words Mark.

John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnja...@optusnet.com.au

KR> ground effect and stall speed?

[Martindale Family]

Hi Mark

Mine actually lifts off at 37 knots in ground effect and will fly a foot or
so above the ground however stall at altitude is at about 42 knots. I try
not to rotate and climb until about 55 -60 knots and I figured if it climbs
out at that then I can safely approach using the same numbers in my earlier
flights. any slower and the nose gets really high affecting visibility.

John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnja...@optusnet.com.au
- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "KRnet" <kr...@mylist.net>
Sent: Sunday, May 29, 2005 7:57 AM
Subject: KR> ground effect and stall speed?


> Does anybody know if ground effect lowers your stall speed?  I would think
so, at least some small amount, but I don't know for sure.  If so, how much?
>
> Thanks,
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
> ___
> 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> N56ML flies!

[Martindale Family]

> Mark's idea to put in the handheld GPS was a very good one.

This happened to me on my first flight. The GPS certainly helped but beware
of update rates and remember that it requires lack of wind ie., ground speed
equals airspeed.

John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnja...@optusnet.com.au

KR> NON KR related - need some cat 'assistance'

[Martindale Family]

We've got some stuff called "Puss off" over here. I think it's bottled dog
fart.
John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnja...@optusnet.com.au