KR> (no subject)
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KR> Goodyear Wheels with Disc Brakes
Does anyone know where I could aquire replacement clips for the floating disc's on 5.00 X 5,?Goodyear Wheels? I have tried several shops and one even tried to contact the manufacturer for me, but even they didn't have any available. Jay W. Hughes KR2, N128JH
KR> Reducer
Robert Pesak wrote: The question I have is in regards to the oil temperature senders. I need the reducer for the sending unit. Anyone know where I can get one? The one Wicks sells is with the sender for a Mitchell oil temp gauge, not sure if it will work on my ISS gauge. Any help will be appreciated. You may find it at a Automotive Speed Shop. That is where I got mine for my VW. Jay W. Hughes N128JH KR2 American by Birth - A Texan by the Grace of God In God we trust!
KR> conventional gear weight distribution
See the weight and balance spreadsheet at the bottom of http://www.n56ml.com/wb/index.html for details like that. If you want to read a scary flying story, read from the top down... Mark Langford n5...@hiwaay.net website www.n56ml.com Mark, I used your W&B Spreadsheet as a start for N128JH, modified it for my needs and it is great. My MAC was definitely different than yours and station measurements were close, but different. It was very useful for locating my battery which ended up just behind the main spar. Thanks for sharing your story here, as I had never seen it before and it is definitely an eye opener! Thanks, Jay W. Hughes N128JH American by Birth - A Texan by the Grace of God In God we trust!
KR> N128JH
David Goodman asked: One question. When you say you leveled the plane after bouncing, do you mean that you gave the plane any forward stick after bouncing or just held what you had before the second touchdown? Thanks for the well wishes, and yes you got it right. I held the stick where it was, at least that is what I tried to do. I would have preferred to go-around, but I was not sure I had enough engine time left. As it turned out, I believe a go-around would not have helped after the bounce as I believe the damage was already done on the first touch. Jay W. Hughes N128JH KR2 American by Birth - A Texan by the Grace of God In God we trust!
KR> N128JH
Sorry, I meant to add my name before sending the email. Since I am sending another note anyway, I would appreciate any input on which fixed gear I should use. I am sure everyone that has fixed main gear will have an opinion, but in the interest of not overloading everyone with emails, if someone has already said what you would say, maybe a subject line of "DITTO what John Doe said" would give me an idea of where the majority of the net heads stand. So far I have looked at the Diehl and Grove gear (Thanks, Rick) at the below web sites. Are their other options? _http://www.groveaircraft.com/landing_gear.html#kr_ (http://www.groveaircraft.com/landing_gear.html#kr) _http://www.nvaero.com/categories/Aircraft-Components/Landing-Gear/KR%252d2- Landing-Gear-Components/_ (http://www.nvaero.com/categories/Aircraft-Components/Landing-Gear/KR%2d2-Landing-Gear-Components/) Also, I would be interested in what opinions are on the possibilities of the engine oil leak? I have examined the engine and cannot determine where the oil was coming from. I suspect it was from the crankcase vent and from two possible failures. One being busted rings allowing gas back into the crankcase (but I have turned the prop and it is still as tight as it was before the flight and the mag.'s are still turning) or push rod O-ring failure. There is oil everywhere on the engine above and below the baffles so it is difficult to say where it was coming from. I plan to pressure test the oil cooler as well. Jay W. Hughes N128JH KR2 She will fly again! American by Birth - A Texan by the Grace of God In God we trust!
KR> N128JH
Sorry folks, I had intended to send this out before the NTSB did but I have been busy doing NTSB reports, FAA reports and NASA report. Plus trying to get the plane home since last Friday. So here is the story: Well, things didn't go as well as I had hoped! The wind was high in the morning hours and shifted to cross wind conditions, so I postponed the flight. The winds died down after lunch so we were back on! I taxied out to runway 14 as the wind sock was indicating that end of the runway for take-off. As I was taxiing the Airport Operations Manager came on the radio to say the runway was down for about ten more minutes due to a concrete pour, so I told him I would taxi to 14 and do my run-up and wait for his clearance. As I was doing my run-up the wind shifted and indicated that runway 32 was the appropriate one for take-off so I taxied back to the other end of the runway and waited for the cement truck to clear. It took longer than had been expected, so I taxied back to a tie down area where observers were waiting to see me fly and killed the engine. I didn't want it to get hot just idling at the end of the runway. I sat and talked with observers for a bit and the Operations Manager came over and said the runway was back in service. I let the engine cool a bit longer and then cranked up and proceeded to runway 32 again for take-off. Take-off went fairly well once I settled down the pilot induced oscillations after lift off. My plan was to head out in a south west direction from the Airport about ten miles where I could go to 3000 feet without going into Class B Airspace and do some maneuvers and practice making simulated landings from 3000 feet to 2000 feet and get a feel for what the plane does with gear retracted and gear down, flaps up and flaps down and practice stabilized approach at 70 MPH. Then I would return to the Airport to do some actual landings. However, at 6 miles out something happened to the engine and I started getting oil on my windshield. I decided I needed to head back to the Airport and land immediately, for fear of my engine running out of oil and freezing up. It only holds 3.5 quarts to start with and it was already impeding my vision out of the front of the cockpit and I was only at 1700 feet. I made it back to the Airport following my GPS track, but my engine was beginning to heat up. I made a first pass for landing but was not stabilized enough to attempt it so I did a go-around to try again. As I was flying the pattern another plane was in the pattern in front of me. I made an announcement on the radio that I had oil on my windshield and needed to get down. The other plane responded well and told me the pattern was mine as he climbed to 1500 feet. I came in for my second attempt with a better approach and proceeded with my landing. My vision out the front and sides of the canopy was like looking through the bottom of a coke bottle. At this point my engine was beginning to overheat and I knew I had to put the plane down. At 70 MPH I touched down hard and bounced about 3-4 feet up. I added throttle, leveled off and touched down again. At this point, my landing gear rolled for an instant and then collapsed and I was down and skidding on the nose down the runway. I pulled the stick fully back and shut off the fuel valve immediately. I was skidding to the left of the runway and applied full right rudder and was back in the middle of the runway when I stopped. I spent the next several hours answering questions about what happened with the fire department, EMS, police and then the FAA. The next stretch of time was cleaning off the runway debris and rolling the plane to the hanger. The only damage that I can tell so far is to the wing stubs (the area between the fuselage and where the wings attach) due to the landing gear punching through the skin (top and bottom) from the hard landing and collapsed gear. The prop was destroyed of course and who knows what might be wrong with the engine. I will be replacing the retractable landing gear with fixed gear and trying to figure out what happened to the engine. I honestly believe the outcome of the day would have been much better if it were not for the engine oil problem. The plane flew very well and I felt like everything was going great until the oil started hitting my canopy. I had 4.5 hours on the engine doing taxi tests and high speed taxi, bringing the tail up but not leaving the runway.The engine had not leaked a drop of oil through all the testing. I had just changed the oil before the first flight and the used oil had no indication of any problems. I am anxious to get her home and try to figure out where the oil was coming from and, of course, start the repairs. So far I have not found any structural damage and it appears the only repairs needed will be to the engine, prop and wing stubs after replacing th
KR> Parts Value
Bob (_piney@mts.net_ (mailto:pi...@mts.net) ) wrote, "Here is the list of parts, I have KR2 (with the S supplement) plans and may be interested in some of these but don't know realisitic values.We are a bit out of the way being in Winnipeg but he may also be able to ship them. ...Two propellers" What are the size, pitch and maker of the props and what are their condit ion? I am in the market for a prop. You can contact me off net at _jwhu@aol.com_ (mailto:j...@aol.com) Jay W. Hughes N128JH League City, Texas American by Birth - A Texan by the Grace of God In God we trust!
KR> ELT's
Single place NO able to carry passengers YES, Virg Lee Van Dyke wrote: > Is an ELT required in all aircraft in the USA. ie even the KR? Does "Spot" qualify as an acceptable ELT? Jay W. Hughes N128JH American by Birth - A Texan by the Grace of God In God we trust!
KR> Paint :Imron
In a message dated 12/4/2009 5:23:45 P.M. Central Standard Time, le62...@yahoo.com writes: We do some antiques and street cars and we will put as high as four or five coats of clear and DA sand them with 1500 grit, 2000 grit and then 3000 grit and buff several times to get the desired finish. Ultra fine sanding takes out all the orange peel and any contamiants that settle in the clear top coat. What does "DA sand" mean, and do people use powered orbital sanders for finishing without worrying about glass separation from the foam or wood? Jay W. Hughes N128JH American by Birth - A Texan by the Grace of God In God we trust!
KR> Member List
How does one go about editing this list to add current information and add a new name? I tried the "Edit" button, but it didn't save the changes. Also, is the Frappr site still being used and updated? Jay W. Hughes N128JH American by Birth - A Texan by the Grace of God In God we trust!
KR> Prop Bank
Is the Prop Bank still active/up-to-date and how do I access it? I would also like to get the benefit of experience from those that have tried different props on a KR-2 with a Revmaster 2100D. I was thinking 52X50, but would appreciate any advice. Jay W. Hughes N128JH American by Birth - A Texan by the Grace of God In God we trust!
