KR> KR Project for sale/trade

[Pete and Karen Gauthier]

   I have a KR 2 Project that I started in the early 80's That I need to get 
out of my shop.  It has a been widened 4" lengthened one Bay (I think 11"), has 
spar location altered for AS504x (6 as I recall) and a dragonfly Canopy These 
mods were made before the KR2S eas released (not the airfoil mod of course).  
There are thing I'd like to change but am moving on to other projects.  I also 
have a relatively stock KR2 Canopy and frame that I removed from my other KR 2 
when I replaced the canopy with an RV12 canopy (long story). These items are in 
Woodburn, OR and the price will be very right to someone that would like a 
headstart on a project. Contact me off line if you are interested or you know 
someone that be.



Pete Gauthier

KR> Glassing Tiger Gear legs

[Pete and Karen Gauthier]

   Phil,



Structurally the added layer is not necessary but it will protect the real fine 
uni on the surface.  I added a styrofoam leading and trailing edge then wrapped 
with one layer of 7533 (KR cloth) including all the flat surfaces with bolt 
holes.  I then filled the flat between the leading and trailing edge with micro 
to smooth the contour.



Pete 

KR> rudder stops

[Pete and Karen Gauthier]

"Hey Guys, Looks like I'll be doing Rudder stops as an afterthought. What's the 
best place and method for this ?" 



I don't often contribute but I think this time it is important.  My take on 
this is;
I am installing stops at both ends.  The reason:  I hear it is accepted good 
practice to stop the control surface, and the force in the control cable is 
exactally the same at any point in the system.  does the force originate from 
your foot or the airodynamic force on the rudder?  Which is the applied force 
and which is the reaction makes no difference to the components.  For the usual 
KR style rudder peddle assembly, if the horn is stopped and the peddle still 
has travel there will be a high amount of torque applied to the peddle 
assembly.  That is how mine failed.  The pilot applied more right rudder force 
that was effectivly needed (not hard to imagine in a stressful situation).  The 
horn stopped but the peddle continued for another half inch or so and the miter 
joint on the peddle assembly snapped.  The resulting ground loop provided an 
opportunity to redesign the landing gear, I never did like that design.  
nothing was bent on the peddle assembly so I simply welded it back together and 
added a wrap around gusset with the welds in shear increasing the torsion 
stength many time over but now the added torsional strength is mostly redundent 
because the peddle assembly will not be loaded in torsion any more than would 
be applied by normal aerodynamic rudder load (or is that foot force?). 



That's my story and I'm stickin to it.



Pete Gauthier

KR Builder 

Woodburn, OR 

KR> Subject: center spar analysis

[Pete and Karen Gauthier]

I checked my work in the morning!!  The real answere is...I=66.7 in4 
(2774.3cm4) so Z= 25.7 in3 (421.1cm3) does this sound more resonable?



Pete



 Original Message - 


From: Pete and Karen Gauthier<mailto:gauthier0421 at msn.com> 

To: krnet at list.krnet.org<mailto:krnet at list.krnet.org> 

Sent: Saturday, February 21, 2015 7:10 PM

Subject: Subject: KR> center spar analysis





Has anyone tried computing the section modulus of the front center spar?


I should probably wait until tomorrow to check my work but I get I=36.7 in4 
(152.7cm4).  Z = I/c so Z= 10.2in3 (41.5cm3).   I used dimensions from my CAD 
drawings and they are before any trimming for the airfoil but I think the 
difference is insignificant.  Are these numbers close to what you got? Do I 
need to go back and do it over?



Pete

KR> Subject: center spar analysis

[Pete and Karen Gauthier]

Has anyone tried computing the section modulus of the front center spar?


I should probably wait until tomorrow to check my work but I get I=36.7 in4 
(152.7cm4).  Z = I/c so Z= 10.2in3 (41.5cm3).   I used dimensions from my CAD 
drawings and they are before any trimming for the airfoil but I think the 
difference is insignificant.  Are these numbers close to what you got? Do I 
need to go back and do it over?



Pete

KR> Gear Legs

[Pete and Karen Gauthier]

This thread started as a request for the dimensions for the Diehl legs.  The 
Rand Robinson Engineering legs being replaced are 7075 aluminum, very similar 
to the one Steve just described and the mount/bracket is cast aluminum (very 
stout cast aluminum).  The legs angle out at 22 deg. (not much angle) and the 
asssembly is very stiff.  The test pilot commented on the stiffnes during taxi 
testying and after the first flight.  I like the Diehl design and since they 
are not available and I have the Grummen legs, I thought I could mix and match 
to come up with something that will work.  I am a "that's close enough" 
Engineer but when I can, I like to do some analysis as a guessing gage.   I am 
comfortable with the assumption that the Diehl and grummen legs are very 
similar material.  What I don't know, and accept that I will probably cannot 
know, is the orientation and stack pattern of each.  If there is a 25% 
difference in the thickness , that is substancial and needs to be considered. 
BUT I have no idea because I don't know the dimensions of the  Diehl gear. Does 
anyone have a set they can measure?  I will really appreciate knowing shape and 
size of the Diehl leg.



Legless in Oregon.



AKA Pete Gauthier 

KR> fletchair gear legs

[Pete and Karen Gauthier]

Thanks Peter,



I have  a set of these legs and I heard that someone has done just as you 
suggested, cut them in half, but I don't know how that worked out.  They are 1" 
thick.  I don't think it would be good practice to reduce the thikness not 
having any information on the stacking and I'm afraid without reducing the 
thickness the section will not be stable in torsion if the width is reduced 
enough to make the leg flex accepable for my plane.  That is why I'm looking 
into the Diehl leg which has been shown to work well on KRs.  That said, the 
Cheetah legs may work just fine, I haven't given up on them. 



Pete Gauthier


- Original Message - 

From: peter 

To: krnet at list.krnet.org 

Sent: Friday, December 12, 2014 6:01 PM

Subject: KR> fletchair gear legs



The legs ( 
http://www.ebay.com/itm/261255232240?ssPageName=STRK:MESINDXX:IT&_trksid=p3984.m1436.l2649
 )  are designed for an aircraft with a gross weight of 2400lbs. Cutting them 
in half would give a design gross weight of 1200lbs, but reduce twisting 
resistance. They are 261/2 long. Peter

KR> N424DG first flight YouTube link

[Pete and Karen Gauthier]

Following is a link to the YouTube video of Peterbuilt1, N424DG's first flight 
1st Flight of the PeterBuilt1 - KR2
Notice no float on the landing.  Ed reports the flaps are very effective, he 
expected to float way down the runway as fast as he was. I think the 
combination of flaps and the extended gear legs work together to reduce float 
(it's my story and I'll tell it any way I want). Taxi visibility is bad but it 
sure looks cool.
Thanks KRnet for all the great discussions and ideas!  I'm going to try to make 
the gathering but it doesn't look like it'll be this year.

Pete Gauthier
KR Builder
Woodburn OR

KR> First Flight

[Pete and Karen Gauthier]

N424DG is no longer a hanger Queen!  I want to thank Ed Stepec, a fellow EAAer 
and former KR Owner.  He did the taxi testing and flew the first flight of 
N424DG this evening.  from the ground it was a perfect take off and a perfect 
landing.  It was a short flight, only 10 minutes but he reported all gages in 
the green and never touched the trim.  There is a problem, I think in the 
static system, because the VSI showed 2000 ft. per min climb in level flight 
and airspeed was 130 mph on final so he flew the plane not the gages.  He was 
impressed and I am relieved (and a proud parent).  Great job Ed and thank you.

Pete Gauthier
KR builder 
Woodburn, OR. 

KR> Manifold Pressure

[Pete and Karen Gauthier]

I'm getting close, I might be able to make the next gathering.  right now I 
have another question.  I am installing a manifold pressure gage and would like 
some suggestions for locating the source.  I have the HAPI intake ducts with an 
aerocarb.  I am considering welding (or brazing) a half couple to the intake 
tubing but where?

Thanks,

Pete Gauthier
Woodburn OR

KR> VW dip stick

[Pete and Karen Gauthier]

I have a HAPI 1835 with a Rand Cowl.  The dip stick is easily accessible 
through the air intake but it cannot be removed without removing the top of the 
cowl.  How do those that are flying VW access the dip stick.  do you Modify the 
dipstick, cut a door in the cowl, remove the cowl?  Any adverse affects from 
cutting the dip stick tube?

Thanks,

Pete Gauthier
Woodburn OR

KR> HAPI spark plug wires

[Pete and Karen Gauthier]

I am reinstalling the 1835 HAPI engine and two of the Auxiliary (automotive) 
plug wires are to short for my comfort level.  Making a new set of wires is not 
a problem but...  Does anyone know how HAPI formed, or recommends replacement 
of, the seal on the plug boot?

Thank,

Pete Gauthier
Woodburn, OR