KR> RE: Turbo-Normalizing a KR
G'day John. There's been quite a few things written on Turbo-ing a KR over the years, so the Archives could yield a good wastegate. Something I have briefly thought about, but not researched much, is using a blow-off valve from some Doof-Doof Boy-Racer's Japanese Import. You know the ones where they go tearing off the line and there is that loud "Psst". After asking around and a brief google search, they come in different sizes and pressure's, although I am not sure how reliable they would be in an aviation environment. As I see it, you would only be using it to reduce manifold pressure if you INadvertently over-boost your engine and it would be used much like a warning light, dumping excessive pressure and giving you time to reduce your throttle position. So it isn't used. Another option is to use a small turbocharger that doesn't give you the performance to overboost your engine. Afterall, unless you run a CSU, your RPM will increase for a fixed MP as you climb due to the lower air density. IIRC my theory component... Just a thought. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser # N111 krvia...@bigpond.com
KR> RE: Fuel gauge sender
Charlie, IIRC, Mark L had the same problem that was solved over time. From memory the sweeping action of the arm over the resistance wire cleaned enough of the gunk off for the sender to work correctly. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser # N111 krvia...@bigpond.com
KR> Removing Matco Bearings
Gday all. The time has come for me to remove the supplied 5/8 bearings in my Matco wheels and replace them with ¾ bearings to match the axle I purchased. However, the bearings in the Matco hub are (or appear to be) an interference fit. And a tight one at that. Ive tried heating the hub in the oven to no effect, and was wondering if anyone can suggest a better way to remove these bearings. I need to get the plane on its own wheels so I can take it to work to rebuild the wings The archives didnt reveal any info about removing the Matco bearings, though the Clevelands were covered, but, unfortunately these notes werent of much help Many thanks, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser # N111 <mailto:krvia...@bigpond.com> krvia...@bigpond.com
KR> RE: Removing Matco Bearings / Project Update
Brian Kraut wrote: "Here is a paste of two posts I made on the Short wing piper site a few weeks ago." Many thanks Brian. Sounds simple when you look back at it, but I simply didn't have the oven hot enough...Thought 200*C would be plenty, but apparently not. D'oh. The bearings are now removed, and I have sourced replacement bearings through a company in the US. I'm buggered if I can find the required bearings in Australia. * * PROJECT UPDATE * * As for an update on the rebuild of KR-2 19-4594, there isn't that much to report. I have purchased a second set of lower gear brackets, new axles, bearings are on order and I have everything I need to complete the wings. Just have to fit the new wheels and tow the plane to work to put it in one of our disused Locomotive maintenance buildings... A building big enough to store loco parts ought to fit a KR nicely. The panel is out and in pieces, and most of the wiring has been pulled out in preparation for re-wiring the plane and the installation of an XCOM 760. I am also giving serious consideration to removing the header tank at this time to replace with 2 wing tanks. The header has a slight leak at the point where the sump drain pipe exits the tank and the previous owner attempted to seal it, but in doing so, appears to have voided any chance I had of doing it properly. So, I am going to install 2xPVC wing tanks in each wing for a total of nearly 140L usable fuel. (35L/pipe). This will more than double my range and ensure I can fly from Sydney to Brisbane without refueling. It will also ensure the complete draining of my bank account whenever I fill from dry tanks. I hope to only be a few months away from flying again, as I am missing being part of the YeeHAA brigade. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 194594, Ser # N111 <mailto:krvia...@bigpond.com> krvia...@bigpond.com
KR> RE: Jandakot airport meeting
Glad to hear you are enjoying some genuine Australian hospitality Mark. When you can make it to the East Coast, Phil M, Barry K, I and a few others should be able to show you the same over here. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser # N111 krvia...@bigpond.com
KR> KR Fuel Tanks
There is a KR running around in South Africa I believe that has the tip tanks A'la Twin Cessna. ZS-UKU is the plane and there is a photo of it on my website http://mywebsite.bigpond.com/krviator/photo_copy(1).htm I don't know where I got the photo or whose plane it is, but if you took the photo, please let me know so I can credit you. Cheers, Robin Wills Second Person, Pacific National KR-2 194594, Ser # N111 <mailto:krvia...@bigpond.com> krvia...@bigpond.com
KR> Icom A200
Mark L and others. I have an A200 in my panel that I am ripping out and installing an Xcom 760. The Icom isn't a bad radio as such, however, the Xcom has a ton more features and is smaller, has its' own intercom and can take a music input. I had an issue with the Icom a while back when I got new headphones. It flat out refused to co-operate with them unless I had the microphone about 18" away from my mouth. Probably a simple Sidetone or impedence issue but I am still going with the Xcom even though the Icom may be a simple fix. The A200 intercom is an add-on to the rear of the radio, though it appears to be one unit I don't believe it is. Cheers, Rob. krvia...@bigpond.com
KR> Printing PDF Documents
Barry, I used this method to get a copy of the tip template for the AS5046 and simply used the MS PAINT program available on most every computer. Open the PDF Document, select 100% as the zoom level and then press Shift-Prt Scr. (This copies everything visible on the screen to the clipboard) Go to MS Paint, click Ctrl-V (paste) and trim away the superfluous stuff also copied with the template. Iterate on this to get the whole template. You can cut and align the templates till your heart is content, and it is fairly simple to resize the templates using the "stretch and skew" commands. Hope this helps, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> KR2 Lifespan
My KR2 CoA lists a build year of 1984, though the CoA was issued in '86. So depending on what you take as the "birthyear" makes it either a year younger than me (I'm 23) or as old as my sister (20). I have recently had a thorough look over the thing and the only thing I can find wrong with it is the tailwheel block is a little worn and the elevator spar has shrunk slightly due to drying out slightly. The wings were good as gold when I cut through them with a woodsaw to recover the KR after my landing screwup. As an update on where I am at with my wing rebuild, I made a trip to Brisbane last week and collected huge blocks of PS foam, resin and 50 yards of 6oz fibreglass and all I need to do now is produce a couple of wingtip templates and a couple of mid-span templates and I can start on my wings. I am also looking at removing the starter, contactors and most of the electrics to get the weight down below 600lbs and installing an EIS. She should fly by Christmas...2010.lol. Regards, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: Returned to flight status again.
Barry K Wrote: "I was about to sell mine to buy a self launch glider but changed my mind this morning." If you are going to sell yours Barry, I want first dibs on your wingset. I can get flying again sooner that way. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Fixing an LCD
If the LCD has turned black, it means the screen has cracked and allowed some of the liquid crystal to leak. As far as I am aware, it cannot be repaired and a new screen is required. Sorry to be the bearer of bad news. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: center spars and wing tanks
Randy Powell asked: "What would be the pro and con of extending the center section spars and reducing the outer wing panel length an equal amount on a Kr2s?" Just guessing here, but there would be an increased bending moment on the spars themselves, so there might be issues there if they are not strong enough to handle the newfound stresses. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: Corvair Rebuild
G'day Cedric About the only thing I could suggest, if you haven't tried it already, is applying a little localised heat, possibly from an oxy-acetylene rig on a lowish heat. In theory this will expand the case around the stud or a stuck bolt, and allow it to turn. I have been told you should never remove a spark plug from a cold engine for this reason. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: AUSSIE Gathering / Greatest distance
I figure if I have a Jab 2200 that uses 14 LPH and cruise at 120KIAS/130-140TAS up high you could go from Hilo, Hawaii to the CONUS without breaking the 1200Lb MTOW of my KR, though only just... According to MSFS 2004 the distance is 2010NM for 16 HOURS flying time in nil wind. 235 Lts/182kg/400Lbs of fuel. In all honesty you would want at least 20 hours of fuel to be safe...another 80lbs of fuel for around 500lbs fuel total... If you can have a KR that weighs in under 550Lbs Empty, it is possible with an average pilot and fuel for 20 hours...Still, It's a bloody long flight. Now to just get the weight of my KR down... remove the Revmaster in place of a Jab, the retract's are gone, VFR instruments only, sling seat, no electrical system no starter hhmm... enough there to keep me busy. I think I will stick to flying around Australia for a while... Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> A Call to us Aussies
G'day and welcome Serge. Airfields for GA/Sport in Sydney are Bankstown (YSBK, Towered), Hoxton Park (YHOX, Uncontrolled), RAAF Richmond (YSRI, Military controlled, but I have a suspicion you are working with Airbus (the A330 MRTT??)), The Oaks out past Camden and Camden itself (Towered on W/ends). Hoxton Park or The Oaks are the best bet. Garry Morgan has his Joey 2 at The Oaks and I did my RAA Recert there. Nice bunch of people. Hoxton Park is fairly close to everything in Western Sydney and has a nice new freeway right beside it. Just the thing to land on when your engine fails on your first flight... The RAA will not let you raise the MTOW although it is set at 1000 Lbs, that being what CASA has said is "safe". If you go and register it as "experimental" you cn presumable set whatever weight you want. I asked about upping the MTOW to 1200 lbs but the answer was a definite negative. Homebuilders Ass'n here is the SAAA or for lighter aircraft, the RAA. Homebuilders Clubs in Sydney or Canberra come under the various "Chapters" of the SAAA or the aero clubs of the RAA. I live in Narrabri, about 6 hours NW of Sydney, but the better half lives and works in Sydney's west, so if you are in need of a hand to look around, feel free to give me a yell and I will see what I can organise. Just a short note on you "commuting" to Canberra from Sydney. There is the F3/Hume Highway an excellent bit of road to do that, but it is around a 4 hour trip one way. To get anywhere in Australia you need to travel for a long time. Just so you know... On another topic, my KR is progressing slowly, the new gear is on and the wings are done for the first time. I am not happy with how they turned out so am going to redo the foam and glasswork. The foam swelled for some reason after the application of the glass and is now well above the wing contour. Not happy Jan. Might be time to go with the old method of Polystyrene Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: KR Net / now speed
I do have one question. I have a need for speed...How do I get this thing to go faster? 148 WOT just is not enough for me. I think I need a higher pitched prop. I know adding wheel pants will help some. Maybe an o-360 Mark, if you are going to install wheelpants, go with the new "Pressure Recovery" type. Used on RV's and others, which admittedly go faster, therefore more drag reduction, but the RV crowd are claiming an extra 5-7 knots over the standard pants. Might give you an extra 10-15 KIAS cruise over nothing at all. When I get the wings back on my KR, I am going to splash out and buy this type of pant for my newfound 6" rim and tyre. The bloody KR looks like a Mini with 19" rims on it now, these tyres are huge. Cheers, Rob.
KR> Speed / IvoProp
Someone asked the question "What makes a pant a PR type?" TO be totally honest, I am not 100% sure, but I believe it has to do with how much of the boundary layer stays attached along the length of the pant. The longer it stays attached, obviously the more efficient, and the more pressure you can recover from it, I suppose. We had a warning down here late last year I think it was, about IvoProps throwing blades. Admittedly they were used on 2 strokes (582's) with reduction gearboxes, however, to me that suggests using them on a direct-drive engine is even more dangerous as you don't have the gearbox to absorb power pulses. A Kitplanes article last year also had a good spiel on fairing in various parts of the airframe. In the example given, they faired in one of those square GPS antennas. Might be worth a look if you have protrusions like that on your KR's. Cheers, Rob Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> KR1 Quoted in EAA Newsletter
So I'm not a goose for suggesting removing the foam after glassing, given that it contributes little to the overall strength? Dan Heath wrote: I wonder if we can get some special recognition next year at the 35th anniversary?? I would love to have my KR at Oshkosh next year for the 35 anniversary if I can find a way to get the FAA to recognise the rego and my pilot certificate from Down Under... Does anyone know if the FAA will recognise Australian Recreational aircraft, not just the "normal" aircraft? Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> RE: I crashed last Saturday / Update on my KR
Barry, Sorry to hear of your accident last weekend but glad to hear you got out of it with a couple of cuts and bruises. My KR is almost rebuilt following my gear collapse at Miles a few months ago, although I must say you did a better job than me, as I only lost the gear and the prop, although I did have to cut the spars out of the wings in the subsequent recovery effort to get them home safely. At least I get to use the new airfoil and perhaps gain a few knots in speed. I also took the opportunity to install the Diehl fixed gear package and will redo the panel, removing a bunch of instruments and that bloody Icom radio, which is for sale if anyone wants it. I have also installed 6" rims and tyres on the KR, so now I can land practically anywhere. Yes, it looks like a Hyundai Excel with 19" rims, but they will keep me out of more trouble than the old 4" rims could... Hopefully I will have my KR flying in time to see you take yours on your second first flight. Cheers, Robin. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> BMW Boxer
G'day James. I am actively investigating installing a BMW engine in my KR in place of the Jabiru 2200 I was considering and the Revmaster 2100 I have now. The BMW Boxer Engine, basically the R1100S, R1200 & R1250 are available with custom gearboxes from Take-Off in Germany, designed to replace the standard motorcycle gearbox and provide a variety of reduction ratios and the choice of high or low thrust lines. They also come complete with prop flanges and a centrifugal clutch that cuts in around 2700 RPM and makes starting simpler. Claimed fuel burn ranges from 7 (Optimistic I think, from a builder's site) to 11 to 14LPH, this being for the R1100 engine, and installed weight is 155lbs, again for the R1100, although the R1200 is about 8lbs lighter, and models from 12/2002 have duel ignition so it compares favourable with the Jab, and more power, fuel injection, full electronic ignition and monitoring and the ability to run on standard unleaded fuel. A company in the UK sells brand-new engines from $6,500EUR-$10,940AUD-$8,330 and the gearbox from $1430EUR - $2,400AUD - $3,150USD. If you want to go direct through the manufacturer in Germany, you can save around $300EUR on the engine or around 50-100 on the gearbox. If you want to source an engine yourself, you can do so, as the gearbox is essentially universal with only minor bolt pattern variations. You may be able to save a significant sum of money doing this if you buy a good running bike as you can sell the bike gearbox, frame, wheels etc The BMW engine is flying in 64 aircraft throughout Europe and a B2X cherry builder has given a good insight into installing one. His site is listed below, with a couple of others I have come across. http://www.microlightsport.co.uk/Catalogue/bmwengine.htm The British company marketing the BMW engine and gearbox. http://www.takeoff-ul.de/ (Site is in GERMAN - go to freetranslation.com to manually translate it.) The manufacturer of the gearbox assembly http://www.spang-air.de/willkommen/BMW_Engine/hauptteil_bmw_engine.html The Cherry Builder At this stage, I am going to put a new prop on my Revmaster and fly the remaining 300 hours off it till its TBO then pull it in favour of a new donk, at this stage, very possibly a BMW... If anyone has any other Q's I may be able to help, I sent an email to the British company the other day with some questions of my own... Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> BMW Boxer
Phil Brookman wrote "very interesting robin have you heard any downside at all with these engines like overheating or and is dual ign possible?" There was a mention of overheating valves on a BMW R100 a few posts ago, however, I haven't heard any issues with the R1X00 series, but that is not to say there aren't issues. Obviously the manufacturers will not publicise such issues to loudly. The engine is air cooled with the heads being oil cooled, so if you keep the oil cool enough that should minimise any valve problems. The engines have the capability to fit 2 oil coolers if necessary. The only downside, if you could call it that, is the BMW engines, like all Bike engines, run fairly tight tuning, that is, you need to keep as close as possible to the original induction and exhaust systems to obtain maximum power. Duel ignition apparently is standard on engines manufactured after 12/2002, for engines prior to that, I am not sure. There was a BMW R100 in Canada that was mated to a Rotax C box and they installed dual ignition in that engine for around 300CDN. Website here: http://www.ultralightnews.com/engineinfo/bmwconversion.htm In all honesty though, if you were going to pay the money for a brand spanking new bike engine, you would be better off buying a new Jabiru 2200, as the centrifugal clutch in the BMW gearbox may need overhauling at 400HRS and they recommend a full overhaul at 800. The late model Jabs have a 2000 hour TBO with a requirement for a top overhaul at 1000. For an extra $1000 or so, you can have a certified Jabiru with even less weight than the BMW that can burn 98RON unleaded. And 85HP is plenty for an average weighted KR2, especially as your firewall forward weight is below 140Lbs. As I see it, if you can find a good used BMW engine or a good running bike, you may be able to save a significant sum of money (over the Jab), and about 70Lbs over a Corvair. The B2X cherry builder in my previous post said he brought a BMW R1100S off Ebay, and after selling off everything he didn't need, the engine only cost him $1000EUR and then the $1500EUR gearbox, for a 100HP engine. A good deal. There is also the fuel consumption issue to consider; the Corvair's cruise at about 4.5-5GPH, Mark L feel free to provide your figures please, and the BMW "may" get down as low as 3-3.5GPH so there is the longer endurance for the same power. If you have a header tank but no wing tanks, you may not need to consider installing them, assuming your KR is flying that is. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> A few questions before I buy the plans
G'day Dave. You are as tall as me, but about 100Lbs heavier. I manage to fit in a bog-stock KR2 but I fly(flew - before the gear retracted on landing) in socks, no shoes. Just going by your figures, you would be very close to a 1200Lb Gross Weight, assuming a 600Lb Empty weight, which is difficult, although not impossible to achieve. There is an article by Neil Bingham about the KR2 and weight issues, which basically states that the heavier the KR, the worse it flies. And the more aft your CG, the touchier it is. His recommendation, along with RR and countless others is to keep the plane as light as safely possible, and enjoy what you have, ie a day VFR sport aircraft. If you try to turn it into a long-range tourer you may well be disappointed with its performance, both climb, cruise and stall. If you were to fit your baggage locker in the forward deck, you need wing tanks, which need pumps which add weight. Then you have your Corvair engine, at 200Lbs, battery at 20, see how it adds up and eats into your operating weight? I can't help you with speed reduction vs width, although there are many on here who can, but in all honesty, for the type of flying you want, the KR2 would be marginal at best. My KR2 is nearly 23 years old, I didn't build it, but am re-building it after drastic surgical procedures instigated after the gear collapse, and have removed many small items to get the weight down. Wing tanks went, T+B and VSI went, fuel gauge is going (replaced with sight glass), starter and alternator are going, to be replaced with a small battery powered by a solar cell. Diehl gear in place of the original retracts, to save me 15 lbs. She weighed in at 630Lbs before the makeover and flew "well" and I am hoping to have her weigh in at around 580lbs and fly "great" when she is next airborne. My personal opinion is if you want a fantastic little VFR plane that will blow the doors off a 150, you would be happy with the KR, but, you need to decide what it is you will use it for, how often you will use it for that, and what performance compromises you are prepared to accept to achieve that mission. Cheers, Rob Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Removing Foam after glassing?
Good morning gents... In another flash of inspiration (or is that desperation?) to get my KR's weight down, I was wondering if there is any structural ramifications in removing the wing core foam after glassing. My understanding is the foam is completely non-structural, and by removing it, I could possibly save up to 20Lbs. Proposed method is to glue the foam in place, per plans, but apply duct tape over the foam between the spars and around the leading edge, glass the wing, then pop the foam loose, leaving the nicely shaped fibreglass behind. Comments anyone? Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Removing Foam after glassing.
Thanks for the informative replies gentlemen. It was something that crossed my mind after reading a Sport Aviation article that said quote "PS foam has little to do with the strength of the finished process. It is merely a filler and, most important, a built-in mold or form" Having read some of the replies, I will certainly be leaving the foam in place and look at other areas where I can reduce the weight. Installing a Jabiru 2200 works in 2 ways. The 135lb installed weight is one, and lightening my wallet of $13,750 AUD is another. Thanks again. Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Alternator operations without a battery?
I am now busily involved in my KR's weight reduction program, and was wondering if it is really necessary to have a battery on board. Without the battery and starter I can save perhaps 30 Lbs... BUT, my understanding of the alternator system is that I need a battery to provide power from the Alternator fitted to the Revmaster 2100D accessory case. Does anyone know if there is a way to have the Alternator provide power, WITHOUT having a battery fitted? Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Handheld Radio
I have previously used an Icom A22 in an open cockpit ultralight (Drifter) and didn't mind the performance. My KR currently has an Icom A200 in it, and as soon as I can afford it, I will be replacing it with an XCOM. This is for 3 reasons, described below. A-The XCOM can monitor 2 VHF frequencies simultaneously. So 121.5 in STBY and the freq in use in the other. B-The XCOM is smaller, lighter, and has an AUX input. C-The XCOM also has the capability to give the First Officer their own PTT so they can make the radio calls. I like that. For the Americans on the list, the XCOM also has the ability to monitor NOAA weather channels. This feature is totally useless to me in Australia though. If anyone wants to take the ICOM off my hands, they would be most welcome. Email me off net. It is about 3 months old, and has about 5 hours flying on it. Works like a dream, I just don't like it. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Request for Australian Builder links
Good evening all. I am in the process of updating my website while I wait for the parts from AS&S and Dan Diehl to arrive. If there are any Australian builders/owners here that would like me to link to their sites, or host a photo or two, let me know off net. At this stage, I have got a few links from the KRNet page, but if there are any others, please let me know. Regards, Rob. Robin Wills Second Person, Pacific National KR-2 19-4594, Ser# N111 krvia...@bigpond.com
KR> Wing Tanks / Revmaster Engine.
Regarding the Revmaster in my newfound nose-dragger KR2, it is a R2100D, serial 2534. 250 Hours TT. I will be removing it in the next few weeks to install a Jabiru 2200. Just a note on the Jabiru's too, the early engines up to serial 710 have a 1000 Hour TBO. A serial from this number has a 2000 hour TBO, provided the engine meets certain conditions and has a top overhaul at 1000 hours. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 VH-OMV, Ser# N111 krvia...@bigpond.com
KR> Flight Test Aid - EFIS/EIS/GPS Datalogger
As those who have the GRT EIS know, it can save a file to TXT format for later anaylsis. I recently came across this on the Dynon Avionics forums... http://www.iflyez.com/EFISRecorder.htm It is a datalogger that monitors GPS data, EFIS and EIS data from a variety of manufacturers and collates it all into a TXT file. >From there the computer Guru's can do whatever they like for graphing it, but everything is time-sync'd to everything else. Should make life a little easier for those doing flight testing or just for those who want to trend-monitor their engine. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 VH-OMV, Ser# N111 krvia...@bigpond.com
KR> GPS Software
My two cents worth on the GPS Software Question. I use OziExplorer http://www.oziexplorer.com for navigation. Or I will be when I get the wings and prop back on my KR. The guts of the program is that it allows you to scan in ANY image and georeference it. Sectionals, ERC-L, even SID/STAR plates. It will then, when coupled to a GPS, show your position on the most detailed map it has for that location. I love it, but it does have the disadvantage of requiring you to georeference every map you input. For Windows CE there is a smaller version that runs quite happily, I'm told. I use the full version on WinXP. Cheers, Robin Wills Second Person, Pacific National KR-2 VH-OMV, Ser# N111 krvia...@bigpond.com
KR> Retro-fitting Wing Tanks
G'day Don. While I haven't retro-fitted wing tanks (yet) I will be doing so in about 4 weeks time. This is due to me taking a wood saw to my wings after a minor mishap in which the retracts folded up on landing on a strip that looked smoother than it was. (And yes, I did lose the prop, although the engine was stopped, thankfully). Anyone want a Revmaster? Am going to a Jabiru now I have an excuse to do so. My plan of attack is to install 3, 4 or 6" Aluminium or PVC tubing, as found on travelling irrigators and the like on farms. My measurements are that a 2m length, 4" in diameter, gives me 15.7 L total, or a smidgen under 1 hours flight time a 2m length, 6" in diameter gives me 35.3L or 2 hours flying time. Ergo, 2x6" and 1x4" 2m lengths gives me 172.6L of fuel, or around 10 hours flying time. With that kind of range, if you so desire, you could only go with the 2x6" tubes and about 8 hours flight time. I would be mounting this in 1 of 2 ways. 1. install a wear strap around the tubing at the ends, and cut suitable holes in the inboard and outboard wing templates, as well as through the foam ribs. This should give the tubing plenty of support. Use the manifold at either end to provide lateral restraint. Or 2. install 6" fore and aft of main spar and 4" for of rear spar, with suitable brackets. For those who know someone in a warehouse, that steel strapping they use on pallets and such would be nearly perfect, if you could find a way to ensure the little clip will not wear loose over time (tack weld?). Disadvantages of this setup are a few. No internal baffles, so fuel surge in uncoordinated flight will become an issue. The requirement for fuel boost pumps now that I no longer have a header tank. Devising a suitable filler neck for the round tubing, although this shouldn't be that hard. Benefits of this setup, again, are a few. A dirt cheap, simple, easy to make fuel tank that gives the airplane the legs to outlast your bladder. If you install the tanks for and aft of the main spar, and you hit "something" then the 6" tubing will provide a measure of impact protection, and worst case scenario, may hold the wing shape long enough to get you on the ground, versus having a slab sided leading edge. (But how often has this been the cause of the crash? Once? Never?) While I have not measured the weight of the tubing, yet, I believe it would be a small penalty over the existing header tank, and at the same time, give me longer legs for the KR. (Oshkosh here I come?). Drawings and costings will be up on my webpage sometime soon. Cheers, Rob. Robin Wills Second Person, Pacific National KR-2 VH-OMV, Ser# N111 krvia...@bigpond.com
KR> Aft WAF Bolt source.
Good evening all. I have recently purchased KR-2 VH-OMV and before I remount the wings want to replace the Wing Disconnect Bolts. This is fine, and I have got bolts on order from AS&S for that. Only problem is that I realised AFTER I ordered them that the Aft bolts are 3/16, not 3/8. Bugger. I can't find anywhere on AS&S that refers to 3/16 bolts. Can someone put me onto a source either in the US or Australia that stocks the 3/16 bolts for the Aft WAF's? Thanks in advance, Rob. Robin Wills Second Person, Pacific National KR-2 VH-OMV, Ser# N111 krvia...@bigpond.com
KR> It's now Official.... I OWN A KR!!!
After many months and some years reading through the messages of other KR Owners I figured it was about time to do something about it rather than just look over the plans and wait for the US/AUD Exchange rate to go back above 80c. I am now the proud new owner of KR-2 Serial N111, complete with original retracts, flaps RAF48 wing and header tank. (no new fangled mods here). I collected it from Victoria, Aus yesterday and endured the gruelling 13 hour drive back home with it in tow( on a custom trailer). I know it is cheating to buy an already completed KR, but I don't really mind at this stage. If anyone is around Narrabri or Hoxton Park and would like to have a look-see feel free to drop me a line. For info, it is currently VH-OMV but will soon be transferred to RAA Registration. Now back to your regularly scheduled posts. Cheers, Rob Wills krvia...@bigpond.com
KR> fuel indicator question
I recently came across the same article and it is very similar in theory to a lawnmower fuel guage. Mike Mims has it on his site at: http://www.fortunecity.com/marina/anchor/270/gauge.jpg Seems just the trick, cheap, light and failsafe. Regards, Robin Wills RAAF Base Richmond Australia robinwi...@iprimus.com.au A KR Beats a C130 for fun anyday.
KR>Aussie Steel
Gavin, and others in Australia, For your steel needs may I suggest Hawker Pacific at Bankstown... I have heard they have a reasonable price on steel tube and other formed steel parts and I would assume that this also applies to steel sheet. Other than that, possibly a local maintenance firm would be able to supply the steel you require. Regards, Robin Wills Queensland Australia robinwi...@iprimus.com.au
KR>Turbocharging VW Engines
Good morning all.. Again I am forced to ask assistance from those who know much more than I. :-) Due to the loonng distances involved in flying anywhere in Australia, like RAAF Richmond to see the folks in Brisbane is 1000Kms with the need to fly high, I am researching the Turbo side of things now. I have gone over the archives, old KR Newsletters, and web searches, but have not been able to locate a source of complete, turbocharged VW engines, other than Revmaster. With a price tag of $8500 USD or almost $13,000 AUD, this is quite pricey. I have read of others turbocharging their engines as a one off project, but have not been able to find too much information, other than the excellent series of articles from Dan Diehl in the early newsletters, as to exactly how one goes about turbocharging their engine. If anyone has information of a supplier of a Turbo-VW Engine in Australia, or other than Revmaster internationally, it would be appreciated, similarly if someone could point me to a website, or company that describes how to turbocharge it would be great. Also after noticing the recent discussions on the Glass cockpit setups, I am throwing in my two cents worth...http://www.grtavionics.com is another setup. Although its not the one I plan on using, it might help some folks.(my selection is the PCFlightSystems EPanel) The GRT setup uses 1 MFD to display PFD, Engine Stats and Trend monitoring, and NAV/GPS information, with the option to interlink 2 or more displays. Kind Regards from Aus. Robin Wills Queensland Australia
