KR> ZS-VYZ refurbish just about complete
Rudi; Zimbabwe?
KR> Foreign KR fun.
You should be in China by now. How Goes? Peter
KR> Typo error put right.
Colin; Mike knew, and I agree with him- we all flee sometimes. That is why your accomplishment is so remarkable...you seem to know little fear. Lead on little KR.
KR> Tire pressure and Slime
pv=nrt
KR> Je vais visite la France en Juillet...
I would like to visit KR builders/pilots in France during my vacation from July 18- 24,. Je voyagerais en auto de Paris a Montpellier et voudrais visiter des enthusiasts KR cependant. Je peut apporte des chose lege (3 kg) en bagage, et nous voulons faire le camping enroute. Je suis pilot et je vole un hydravion, a boite, Osprey2. Je me r?jouis d'avance de vous rencontrer... Peter Seto jordanruthseto at aol.com
KR> fibre frax
Chute can stay in the plane and is just another set of belts holding you into your seat. PETER
KR> parachute
I've done just that, and recommend it to a ant prospective chute buyer. HoweverPlease consider a static line jump. The tandem jump is from much too high, and you are not really responsible for your own "flight". My chute weights 17 lbs., cost $250 on ebay, and is the seat cushion. My training and static jump cost $60 with a coupon from groupon Hope I never have to test Collin's speed estimate for egress! Push clear of the aircraft, arch to stabilize yourself so the pilot chute deploys above you in your stable wake, and pull the cord. Peter "I suggest you search out a skydiving drop zone near you.You may event want to try a tandem jump just to get the feeling." Dave McCauley ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> revmaster for sale - Seattle
Sold I've been told. Peter
KR> revmaster for sale - Seattle
I've looked at it, and it is fine. I've offered to help any KRer with shipping or hold it 'til they can get out this way. Peter -Original Message- From: brian.kraut--- via KRnet To: KRnet Cc: brian.kraut Sent: Fri, Apr 29, 2016 7:59 pm Subject: Re: KR> revmaster for sale - Seattle At that price I would snatch it up if it was not on the opposite corner of the U.S. from me. Original Message Subject: KR> revmaster for sale - Seattle From: Dan Prichard via KRnet List-Post: krnet@list.krnet.org Date: Fri, April 29, 2016 9:29 am To: krnet at list.krnet.org Cc: Dan Prichard > > http://seattle.craigslist.org/tac/wto/5552911142.html > > Dan Prichard > 503-715-7178 > > ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Alternative Engines
Joe; Still available in my town: RevMaster 2000cc w/dual mag, no carb, $1000. Could help ship . Peter
KR> Dual ignition
Ford went to the trouble of putting dual plugs into their 2.4L, ultra-successful, Lima engine. Anyone know why?Peter
KR> Selling two projects
Jean Paul; The shipping cost is $1200 (approx.) You can calculate the cost with this information: 200 lbs., 25 x 25 x 18 inches, from washington state USA. Peter
KR> 2100 available seattle
rint Vw aircraft engine - $1200 (Tacoma) Enough responses to post widely: here is what I know. The engine is an intact, factory 2100, has run in an aircraft, and the seller is a VW expert. He bought it out of curiosity. My guess is that the oil filter mount and prop-controller cracked and the pilot lost interest in replacing it. It has JD weld on the extention. Replacement is straight forward. It has the forged crank and SAE 1 prop flange, D-2000 mag (Cessna 172) and the controllable pitch oil system. If you are east of the mississippi you might look at the 2100 complete, 400 hrs, in Barnstormers w/carb. Regards, Peter
KR> Selling two projects
Jean Paul; I don't know the hours, but the condition is good- high compression, no rust, and clean. I will ask about shipping. I will be in Paris next July! Perhaps we can meet. Peter -Original Message- From: jean paul GLOTIN via KRnet To: peter via KRnet Cc: jean paul GLOTIN Sent: Thu, Nov 12, 2015 7:08 am Subject: Re: KR> Selling two projects How many hours has your revmaster and how cost the shipping to paris in France can you sent me pictures of your engine thanks Connect? par Motorola peter via KRnet a ?crit :
KR> Possible replacement for a whiskey compass?
For what it's worth, a small $5 car compass satisfied my DAR. I use the superior heading info on my gps to navigate in flight ( no precession, no deviation, not influenced by extraneous electrical fields). Peter
KR> Cheap ADS-B Receiver
Mike; While you are probably right about the future, this receiver doesn't satisfy the ADS-B out requirement. You'll still need to buy the transponder-based ADS-B out unit. Peter I think it was Chris Prata knashing his teeth over the ADS-B"2020mandate" in regards to putting an electrical system in his pending KR-1.I told him there would be many inexpensive solutions available before2020comes around but little did I know things would get this cheap, thisquick. MikeKSEE
KR> Glassing Tiger Gear legs
Dan; I believe the legs are actually for a Cougar, the Grumman twin. Gross on a Cougar will be quite a bit higher than for the AA-5, and your plan should work well. Peter
KR> Glassing Tiger Gear legs
Dan; I believe the legs are actually for a Cougar, the Grumman twin. Gross on a Cougar will be quite a bit higher than for the AA-5, and your plan should work well. Peter
KR> Fuel Capacity
Relief tubes are vital for most flights, long or short, because drinking enough water to keep hydrated results in safer landings and safer taxi speeds (better mental acuity, and fewer bodily distractions in the last hour of confinement.) In the summer I freeze a water bottle to sit on during the hot climb to altitude, and drink it during the cruise portion. I learned this from motorcycle touring where dehydration is a killer. Peter
KR> Foam, peel ply and tank vents...
Colin; Spruce, if you please, not puce, goose. Dosvidanya, Peter
KR> Dacron substitute
Dacron is not nylon. It is a distinct polymer and has very different properties. Caution advised if used as a substitute in layups. Peter
KR> Filling low spots in cured fiberglass without spending $200 on a can of EA960F
Never use bondo. Sands poorly and cracks due to low cohesive strength. Peter
KR> BRS vs Bean Field
Mark; I was surprised how much angle of attack changed the pressure distribution over the top of the fuselage. If you are ejecting from your plane, and have control, pull back to increase pitch and the canopy should unload. If not, stall. That should do it. Peter Still, I think the answer is "not likely thatyou'll over power the canopy", but adrenaline levels might change that.
KR> BRS vs Bean Field
Steve; Chute is not useable for the first flight. Use it only for the flights where you plan on gaining enough altitude to deploy it, where you are exploring the envelope, and the first cross-countries. I'm guessing you will find a way out in-extremus. Peter I am considering this for first flights, but can you evenopen a front hinged canopy while in the air?Steven BedfordKR2S-CORVAIRWoodlandPark,COs1bedford at msn.com
KR> BRS vs Bean Field
18 lbs,sit-on emergency chute,$250 from ebay, one training jump. Done. Peter
KR> Good ideas for paint?
Laser; Marine paints work well on the slightly flexible fiberglass of a composite. Two-part urethanes are very good in gloss, environmental durability, and fade-resistance, and the boat industry makes brush-applied two-part paints for DIY in great colors. If you want to avoid spray application, this is the best possible way to go. You typically have one worker apply the paint evenly with a foam roller and a second one follow with a very light "tipping" stroke. High gloss, but not as good as a professional spray job. One advantage is that you can paint each part as you finish it. Look up Petit or International Marine paint. Peter -Original Message- From: Mike Stirewalt via KRnet To: krnet Cc: laser147 Sent: Sun, Jul 26, 2015 1:15 pm Subject: KR> Good ideas for paint? Ken Cottle used DuPont Durethane when he finished the plane in 1987 and it looks as nice today as it did then. It's been hangared continuously, so that helps. I would imagine UV will kill anything given enough time, but no KR owner would ever leave their plane outside except overnight when travelling so I guess that point isn't relevant. Anyway, Durethane will do the job. Still looks like new. Heavy rains mean flooding Anywhere it rains it can flood. Learn your risk. Get flood insurance. http://thirdpartyoffers.juno.com/TGL3141/55b53fad16a443fad4ec3st01vuc ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Secondary leads
Snap-on makes a coil and lead tester. Clips to the leads and calculates voltage by measuring induced voltage. I have one. Peter
KR> This is one way to get a tight fix.
Paul; I doubt you could stretch that magazine into a two hour read. What else did you have with you in prison? Peter
KR> Engine miss
A- not possible, by design mags turn at the rate of the camshaft...one rev. per four strokes. B- double firing does not cause rapid sparkplug wear. Probably lead-fouling or improper heat range plugs. a design fault the ignition wasfiring twice in the 4 stroke cycle -and burningout the plugs -is thispossible?
KR> Removable turtle deck
Its the back half off a Piel Emeraude, but turned around to make it a bit slicker. I am at last getting on with it having got the approvals for all my mods and the Jabiru. Just done the toe brakes, thanks for the design on your website, Mark. Just about to start on the firewall forward. I have bought a piece of 0.5mm grade 1 Titanium for the firewall to keep the weight down. Peter >Note the sexy shape of canopy and turtle deck! Is that a Grob canopy, or what? It looks
KR> Engine miss
Back in my early working days I was called to a customer's factory to sell them a new paper cutter. I thought I would be selling to an in-house printshop. My jaw dropped when I stepped into a giant room where HP made it's transformers and coils, and found hundreds of ladies at tables spinning fine wire around cores, separated by long strips of brown paper. Capacitors, coils and transformers are delicate constructions, and the hotter they run, the shorter their life is. After some frustrating issues I made it a practice to replace coils right away with new ones or, better yet, performance coils from Accel or whatever. I would think current coils are better quality than I experienced decades ago but maybe not. Chris
KR> Removable turtle deck
Hi Paul I have made a removable turtle deck see www.peterskr2s.co.uk. It has 6 2024 ally lugs cast in the fibreglass which will have nutplates on. They are fixed by screws from the outside. It means that access to the rear of the fuselage is so much easier. Note the sexy shape of canopy and turtle deck! Peter Drake Hereford UK Subject: KR> Removable turtle deck Does anyone besides Mark have a removable turtle deck or in the process of making one? I have mine attached with expanding foam. it would be so simple right now to lay the fiberglass and be done with it.
KR> Great stuff expanding foam
This stuff takes some experimentation to use well. I always underestimate how much it will expand. For good adhesion apply a small bead to all surfaces and let the foam fill towards itself. Large balls of foam contain large voids of gas. Don't heat expanding foam if you want small cell size. Peter Somewhere in the Newsletters, it says that ALL expanding foam should be warmed after setting and before sanding to shape. That will cause it to finish expanding.
KR> Ballast weight installation
I think I would add fuel capacity instead of ballast. Emergency fuel would be a real safety advantage in my world. Peter
KR> propellor max diameter...forces.
> Or iseverybody laughting to me and say that I dont have to be affraid for > that.>S Gyroscopic loads are very small compared to the g-loads that this airframe has already demonstrated, or a prop strike might induce. Peter
KR> Finished spinner
I don't know what to think...I've spent (wasted) my life making things I could have bought- my house(s), my tandem bike, my cars (overhauls and waste veg oil) my wetsuits. I have found that I usually discard the homemade things in favor of commercial products when I am done "learning". I have also found that the makers of small-production items are often just like me...but much more experienced in the particular craft they practice, earned through years of practice. Some things- like singing in a chorus- are really meaningful for my investing time learning to do myself, some- like prepping and painting a car- are a do-once-and-forget skill. Some, like milling lumber from trees I have falled, is fun, and moderately practical. No one answer works for everything. My nickle's worth...Peter
KR> Float Plane Floats
Lift always produces drag. Floats are just about the worst aspect ration airfoils you can draw. Make lift with wings, make buoyancy with floats. Peter
KR> Selecting an airport to be based at
I operated my B33 out of two public airports in OR for years. Realize that with aux tanks I could transfer as much as 80 gals of mogas at a time. I used approved plastic jugs that frequently filled my car trunk and back seat. I was discrete and safe, and completely unchallenged. I heard that federally-funded airports had to allow self-fueling. Never had to ask. Peter
KR> Aircraft Rentals Shock
I've long had a dream of flying a light plane to Oz or Malaysia for resale. Any interested parties at your end? I would assume all risks, purchase the plane (used) and insure the flight in exchange for a certain and simple sale in Oz. I am an A, Commercial, IFR pilot. Seems an unshippable plane like a mooney or a B-33, or float-equipped would be most desirable, but I'd happily fly a TriPacer . This summer would be ideal. Peter
KR> Radios
Right both ways! Canada can require a radio license, and they are available from the FCC. I carry one for my boat, but have never been asked for one at the border. Colin will know about other countries. Peter
KR> UK aircraft grade lumber supplier?
Rogelio The sitka grown in the UK is only good for matchsticks and construction it grows too fast. We use it graded to C16 for construction which is on the limit. Baltic pine is too dense and not as strong. I have got Douglas fir spars on mine, but they are heavy compared to spruce and must be North American (see above for UK grown Spruce) Hardwoods in general have too short a fibre length to be any good. Sorry stuck with Spruce... Peter -Original Message- From: Rogelio M. Serrano Jr. via KRnet List-Post: krnet@list.krnet.org Date: 03 March 2015 12:26 To: Rogelio Serrano Cc: KRnet Subject: Re: KR> UK aircraft grade lumber supplier? On Tue, Mar 3, 2015 at 12:12 PM, Rogelio M. Serrano Jr. wrote: > > Spruce is like Gold nowadays. Which is a good substitute? Baltic Pine? > bald cypress? > > Anybody got a stand of stika spruce they can spare? ;-) > Half of commercial plantations in the UK actually plant Sitka Spruce. But they are mostly used for paper, furniture and packing crates. Packing crates! ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.5645 / Virus Database: 4299/9217 - Release Date: 03/03/15
KR> UK aircraft grade lumber supplier?
Mark I thought I enjoyed a chase, but that one is wearing a bit thin now! Peter Drake -Original Message- From: Mark Langford via KRnet List-Post: krnet@list.krnet.org Date: 03 March 2015 03:13 To: KRnet Subject: Re: KR> UK aircraft grade lumber supplier? But some people enjoy the chase and the sense of accomplishment at pulling it off, so feel free to blaze a trail for us... Mark Langford ML at N56ML.com http://www.n56ml.com ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.5645 / Virus Database: 4299/9216 - Release Date: 03/02/15
KR> UK aircraft grade lumber supplier?
Hi Rogelio I am based in Herefordshire and am building a much modified KR2s (www.peterskr2s.co.uk) DO NOT MAKE MODIFICATIONS LIGHTLY AND WITHOUT APPROVAL FROM LAA ENGINEERING, you will encounter big hassles if you do and you will not get a permit to fly without. I am speaking from personal experience! Getting spruce in the UK is difficult. However I have found a source in Oxfordshire called Bygone Aviation near Witney. (Matt at bygoneaviation.com). Give me a call on 01497 847340 if you want a chat. Cheers Peter Drake -Original Message- From: Rogelio M. Serrano Jr. via KRnet List-Post: krnet@list.krnet.org Date: 02 March 2015 00:02 To: KRnet Subject: KR> UK aircraft grade lumber supplier? Hi Guys, I hope UK based builders can get in touch. I live in the Isle of Man and I'm looking for spruce and okoume plywood suppliers in the northwest of Britain. I just ordered flat tow bid uni and triax carbon fiber fabric for my spars. I hope to be building the fuse as soon as possible. Thank you in advance. ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options - No virus found in this message. Checked by AVG - www.avg.com Version: 2015.0.5645 / Virus Database: 4299/9211 - Release Date: 03/02/15
KR> those pesky fiberglass splinters
Being involved with using the WEST system in large hull construction, I've found that one way to alleviate the itching is to get into as hot a shower as you can stand, and use a soft, plastic bristle brush and lots of soap to scrub as hard as you can. Don't know if this so much removes the bities, but it does reduce their annoyance. Peter Johnson Kenora, Ontario Subject: KR> those pesky fiberglass splinters > Okay, so maybe it's just me but it seems like anytime I have a > freshly-cured layup or any fiberglass with a ragged edge and I brush up > against it, I've got those itchy invisible glass splinters in my skin and > no easy way to see them or get rid of them. Scratching and scraping only > breaks them off and leaves parts buried in the skin, still irritating and > itching. Slapping a piece of duct tape on the area will sometimes pull up > most of them, but here's a way to get them all. > > Get some white or yellow wood glue (Elmer's, Titebond, whatever...NOT > epoxy and NOT super glue!) Spread a layer of it around on the area where > the glass splinters are. Let it dry and then gently peel it off, starting > at the edge. If it's good and dry, the glue will peel off in one piece > and the splinters will come up with the dried glue. Works for those tiny > wood splinters, too. > > Oscar Zuniga > Medford, OR
KR> Tso instruments Or not
Stef; Tso'ed instruments are included under the Tso (technical service order) for an aircraft type as part of the airframe/engine as tested and certified (in 1946). They are assumed by the experimental crowd to be "accurate" for our use, but are not necessarily different from, or better than, other available instruments, (condoms work, why use birthcontrol pills). Tachometers (RPM) for instance, are "better" and cheaper if built for trucks because they are not designs from 1941 but from 2012, and have improved with new mass-production changes... EGT- buy non-tso'ed, Manifold Pressure non-tso, fuel quantity- non-tso, Altimeter-tso, airspeed -Tso, veritical speed indicator - glider variometer. Generally, go where the market is large for manufacturing efficiencies, and where regulation is the least- as in ultralights and gliders and trucks. Actually, instruments are dependent on sensors, and they have improved by orders of magnitude since the pre-transistor days, and the displays are really good. Look for all non-tso, except the altimeter. -Original Message- From: stefkr2--- via KRnet To: Kr net Kr net Sent: Tue, Feb 17, 2015 4:56 pm Subject: KR> Tso instruments Or not Hi kr friends, Wat is the standard in your country's. And what kind of instrument did you install in your kr-2. Tso Or not. Saves a lot of money. Greats Stef -- Steph and his dad are building the KR-2S see http://www.masttotaalconcept.nl/kr2 ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> spirit levels
We calibrate our torque wrenches each morning too, just takes a second. Peter
KR> Touchdown speed
Joe; Didn't a group agree that the limiting runway length for the KR is takeoff, not landing? I think the ratio is 2:1 takeoff distance to landing. Peter
KR> Third Class Medical
Oscar; I've held a 2nd or 3rd class Medical for 40+ years, and have considered them a terrible waste for the young pilot. I particularly hated the digital palpation of the prostate, which in young men is useless. Now that I am older, I'm convinced that the Medical is a waste of time for the opposite reason: it is prefunctory and doesn't help the older patient at all. I suspect the physical was inherited from the US Army Aircorps in WW2, and it needs rethinking today...bigtime! I liked the LSA and Sport Pilot options, which address many older pilot's needs, while "protecting" the public. I live on an island where we have people holding driver's licenses who really can't drive safely on the freeway, they are fine on our quiet roads. Peter
KR> OT: heat rejection capacity from exhaust port walls
I wrapped my bd4 crossover pipes with ceramic tape from JC Whitney, to minimize heat conduction inside the cowl. I painted the engine white and the cowl interior black to maximize heat radiation to the cowl. The cowl exterior became noticeably hotter to the touch, so ideally you would use a conductive (i.e. no foam) cowl material. My Osprey cowl, made of polyester/fibreglass becomes quite plastic on the ground. Peter It appears keeping the heat in the exhaust flow is the key.
KR> Flipping
Larry; we have to meet and drink some rootbeer! My TriPacer was cheaper tham a KR ($9000), never burped, flew me to high mountain meadows and wild beaches in Oregon, Silicon Valley in CA, and I sold her for $12,500! She paid me to fly her. Very sweet experience! O.K., now you're calling my baby ugly. :-) 500 hours in the Tripacer
KR> Flaps & Spoilers
Hi Dan. Are you going to install an electric contact/reaker switch on the flap screwjack? Will you install a download spring to keep the spoilers down during slow flight? Peter Johnson Kenora, Ontario - Original Message - From: "bjoenunley via KRnet" To: "Dan via KRnet" Sent: Wednesday, February 04, 2015 8:07 PM Subject: Re: KR> Flaps & Spoilers > > > > http://youtu.be/nGLz82kxDNY >
KR> taxi testing
>>Do your high-speed taxi training after your plane has flown with a "genius" >>pilot. Mark; Very thoughtful response. Thanks. I am an A and a commercial pilot, so this question comes up every time we do a repair or modification on an aircraft...who should test-fly the plane? Who is paying me to take another risk in another beater Cessna 150? Which reminds me of a story... When I was young and inexperienced in flying, I found myself in a gyrocopter at the end of a country airstrip, planning a high-speed taxi run to "get the feel" of my new ship. I had been running up and down the strip with partial throttle, learning to power up the rotor by gradually feeding in pitch as I advanced the throttle bit by bit. It was clear to me that I had good directional control, and I could feel the kinetic energy being stored in the rotor, so the next step was to gradually transfer weight from the wheels to the rotor with a little back pressure on the stick. What I didn't know, was what the very-brave and very-human pilot would do when the plane rocketed upwards at very low groundspeed with a fully spooled rotor. What a view as I lifted off! What an unforgettable experience! What an expensive, valuable lesson! I never did find my glasses or shoe ( wear laced shoes, not loafers, oh! and a helmet, not a baseball cap). Learn from other's, or relearn on your own...I was very lucky. Will you be?
KR> taxi testing
I've enjoyed the debate about how to handle the first flight... that unexpected shock at the end of the building process. I will suggest what worked for me two years ago when I had to test fly a homebuilt that was entirely untested by it's builder (not me!). I did a careful annual, several days of high-speed taxi testing, thought about how odd the whole experience seemed...visually, control response, limited feedback from control position... ,and I realized this was a risk I could reduce by asking a GREAT, vs. a good, pilot to do the first flight and then brief me on what to expect and what to do when. I have no regrets that I can't boast of doing the first flight. No one cares! No one. Take care of your project, your family, and sport aviation by getting the best qualified pilot to do your experimental first flight. I did, and I am proud of my choice. Do your high-speed taxi training after your plane has flown with a "genius" pilot. Peter
KR> Forum flyers
Trevor; As Mac McClellen has said a million times: IFR survival is a matter of stacking as many chips in your corner as you can. Speed is less important than endurance (fuel) because time in the air equals options. The difference between a stable IFR platform and a nimble one is the same as the difference between a Goldwing and a Caddi. You can (probably) undress and make love while driving a sedan, but you must ride the bike all the time. A Low-workload airframe equals time to think and better situational awareness on approach. ??? Just keeping a wooden prop in good condition in heavy rain, much less hail, is difficult, and how many krs are using wood props? How well does the KR handle light icing? How far does the CG move with fuel burn? ? ? Just surviving your first 100hrs of hard IFR is a challenge. Getting a KR finished and test-flown is a real challenge. Getting through your first 100hrs of solo flying is a challenge. Many KRs sit unfinished, many IFR tickets unused, many retractables are hangar queens. Choose your battles, enjoy your KR friends, and if you want a survival challenge, survive a year riding a motorcycle.
KR> Greetings
Trevor; You sound just like me when I was starting out. High performance planes, vacuum systems, IFR...do all those things, but remember, each is a distraction and delay from flying your KR! Use a 172 for your early IFR cross-country, then a B33. The KR is not a stable enough platform and doesn't like a heavy load. It will carry your dreams, just not into the rain. Don't open the engine. The cam will give plenty of warning if it begins to spall. Don't add flaps. Finish then plane. It is better to be flying and wishing you had flaps, than standing in the shop wishing you were flying. One last thought- the best and most unexpected feature of the KR design is the really kind and engaged builder-community worldwide. Meet them and fly with them. You will finish your plane and be a safe test-pilot with their help and encouragement. Alone it is very hard. regards, Peter
KR> Firewall
Hi All I have just got a sheet of 0.5mm Titanium for my firewall. Has anyone got any tips on how best to attach it to the ply bulkhead. Peter Drake Hereford UK
KR> Spruce Fungus?
Hi All I think I am qualified to comment on this one with a degree in forestry and a diploma in Timber technology! If it came from a reputable source the spruce you will be using for your KR will have been kiln dried, as long you keep the timber dry it will not get infected with fungi. There are also preservatives which are applied by pressure impregnation or surface application by brush or spray, but they are not appropriate for this application (used for construction, fencing etc where the timber might get damp). Sometimes the timber might get a bit discoloured if it gets slightly damp. This is likely to be blue stain which does not affect the strength. However it is vital that the timber is dried out properly if there is any suspicion that it may have got damp. I hope that this clears this one up! Peter Drake Hereford UK Maybe some really qualified person will chime in? On 1/15/2015 10:20 AM, Chris Prata via KRnet wrote: > Hi All, an A friend of mine (and aluminum experimental builder), > mentioned some spruce fungus issue that if not caught can be disastrous. > Is this an issue with the materials, and if so how to > inspect/avoid/prevent? > Thanks
KR> Cabin Width
Sid; The picture you draw is priceless! I'm coming to McMinville just to see that sight. At 160lbs and 5'7", I'm borderline overweight. I'm not giving advice where none was asked for...but improving your KR's climb rate and passenger comfort, and improving safety by shortening landing and takeoff distances, and radically increasing utility by allowing two pilots, is best done by eating vegan and walking with you wife at sunset. My two greatest hero-pilots, Steve Wittman and Charles Lindberg were thin as rails, as was Ken Rand himself. Got to go... wife is serving beetburgers tonight! Peter The cabin width on my stock plans-built KR-2 is 34 inches inside rail to inside rail. Two 200-pound friendly persons can sit in the cockpit and shut the canopy with both heads against the Plexiglas; actually flying the aircraft is actually possible, but highly unlikely. At 5' 10", leg room is fine. Four flights with one 200-pound person have been done. I am strongly considering converting my KR-2 to a single place machine with one center seat. Will finish the Phase I testing and re-visit the conversion consideration at that time. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA -- While I?m only 5?9? i have wide shoulders. I widened my fuselage to 43? at the outer edge of the upper longerons. Like a glove. I?m crafting everything i can.( some are a learn as you go). I want to buy as little as possible. So modifying is not an issue for me. -- I'm a 185 pounder and 5'10" high and I fit (with a "cloned " passenger )resonable comfortable in my 40" wide Kr! When I widened my fuselage ,I put back the 40" to the shoulder area.Therefore I had to put back the straight line of the longerons a little ( 10-12 inch). Therby,making the turtle deck was a bit tricky,because it had to be spherical in this area.(due to the slightly curved longerons). Of course the Kr2s is a comfortable single seater also with plenty of storage. I would not recommend to build a "Kr 1 s" because then you will lose the mentioned advantages of a two seater. And finaly ,to build a single seat "Kr1s" with an emty weight of about 400 to 450 pounds is almost impossible. Herbert German Kr2s ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Conduit
It's also known as 'loom' if you're looking or asking for it. Subject: Re: KR> Conduit > Radio Shack has various sizes. These are flexible and slit length-wise. > http://www.radioshack.com/wire-ties-and-wraps#start=12=12
KR> fletchair gear legs
Dan; I have no experience in this area at all, but I just read the Sport Av article on the ten best homebuilts, and it reminded me of the Wittman Tailwind. Steve made his gear out of tapered steel rods, and they are some of the best by reputation. The Grumman Tiger blanks, if cut down the middle, should have many of the traits of the steel rod gear, including spring fore-and-aft (impact), in bending across the narrow dimension (bounce), and torsional spring around the long axis of the leg (toe-in and out). This should produce the same traits as the steel tapered-rod gear. Additionally, the glass-fibre matrix should absorb energy and provide some damping as it deflects. All this by way of suggesting that the gear should be modified by cutting a blank in half to create a nearly rectangular cross section at the wheel attachment (1 in x 1 1/2 in). Peter
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> cowl
We are reminded that we must trust, ...but verify. Peter . . . just pointing out that someengines, especially the sometimes overly-sensitive immigrant ones, willbehave better if they feel they are trusted and not given the thirddegree every time we go somewhere with them. MikeKSEE
KR> Polystyrene bonding
Hi Adam I used 5 minute polyurethane glue with blue Styrofoam on mine. The advantage is it sets quickly so you can get on with things. The downside is that it foams up as it sets so you need to ensure the spars are well restrained so it does not distort. Hung the Jab 3300 engine on a temporary mount the other day, beginning to look like an aeroplane! Pics of the radical surgery I had to undertake cutting off the 6" my predecessor added to the fuse so that the 3300 would fit. see www.peterskr2s.co.uk Peter Drake Hereford UK What is suggested or most commonly used to bind polystyrene. I'm willing to spend to save weight but would rather not sacrifice safety in any way. I'm setting up to start my horizontal stab fill/shape. My photos are in FB Adam Tippin Knoxville TN
KR> Dipole Antenna
Walmart sells arrows. Used a $3 aluminum one to prop my canopy. Peter It comes in 3' lengths, as I recall. Let me know when you find a source...I need to order some more! Thin wall aluminum tubing would work OK as well...maybe less trouble too.
KR> KR2S supplement
Gary; I've noticed that ebay and Amazon shopping are setting a new standard for speed of service in specialty retail. This is all happening at great cost to small shops and brick-and-morter businesses. I don't think you have been unreasonable, and would like you to hang on here, but Steve is complaining about a very real problem that he has (had) to deal with. Email often exaggerates the speed and intensity of our feelings, and I think that has happened here. Peter Done. I'm out. Gary Wold
KR> Wings Dings and Things!
I'm guessing the bellyboard is like the control line models I made out of cardboard. Pull a flat sheet through the air at high speed, and a positive angle of attack, and it will produce lift (fly). (In this case vortex lift.) Equal and opposite reaction to the air mass accelerated downward is accelerating the airframe upwards. That is what flaps do, bellyboards, and parachutes too. Airfoils only redirect the force vectors backwards, creating a positive L:D ratio forward. Start with a round parachute and you get an L:D of 1:1, a sport ram-air chute gives you 3:1, and a glider 40:1, they all descend at 12-14ft/sec. Very cool! Peter
KR> flaps v belly board
I think more effective flaps will require additional elevator authority at flare...if I remember correctly, usually flap deflection moves the center of lift forward (or was that aft?), thereby changing pitch-moment in a nose-down direction. Peter
KR> All gone.
Where is Colin now? Did he talk about his trip to the group? Really curious about his plans, and hoping to meet him in Washington on his way through. Peter
KR> gluing foam
Larry; I have to strip polyester/glass from wood/foam where the bonding is failing. Does heat help? Anything you can suggest? I'll replace the laminate with epoxy/glass. Thanks, Peter
KR> John Denver
Larry; I just hated that disaster...what was he flying? I've been diving in Monterey Bay and come across a piper that went in on final. Peter
KR> counter balanced elevator
Jeff; I've read the article and am very concerned. I'm a CFI so what I teach determines pilot's behavior in practice. I want to read more before answering, but I have four observations: 1. The Mooney turbocharged models do not vary Vne (IAS) with altitude. 2. sailplane manufacturers lower Vne with decreasing density out of an abundance of caution: " The real answer is that flutter charactistics for most gliders are not evaluated throughout the full altitude/airspeed range during flight testing. Aerodynamic forces are proportional to indicated airspeed but this is not the only factor to consider. Traditionally lowering the IAS VNE at altitude to give a TAS corresponding to TAS for VNE at sea level is considered safe practise. This is what your sailplane manufacturer has done. Recent OSTIV papers on flutter speeds at high altitude have appeared in "Technical Soaring", well worth looking up for anyone interested in the flying high and fast ( essential reading for wave flyers ). A suggestion for using a VNE of the mean value between equivalent airspeed (almost the same as IAS) and TAS was offered in one of these articles. TAS (T+E)/2 EAS . 30k \ | \ .| \ | 20k \. | \ | \ . | 10k \ | \ . | \ | \ .| sea level \ | -- VNE (IAS)speed ---> a reduced IAS for VNE at altitude is still used but the reduction is not as great as the reduction required for keeping TAS below sea level VNE. The absence of flutter when using these speeds is not guaranteed, infact the same applies to the "keep TAS below sea level VNE" speeds. Speed and altitude are not the only factors. Add OAT,wing loading, flap setting to the list for starters." 3. We have no way of directly measuring TAS except in reference to the ground. Some ASIs on high-performance aircraft are adjusted for pressure effects, but this is a small effect. Even the heavy aircraft, operating at 40,000ft at just above stall speed, use pitot/static measurements to measure speed through the atmosphere and dynamic pressure.(and crash if they freeze up.) 4. In the same publication you cited, the charts for Vne are straight vertical lines, not sloped with pressure altitude. I'll go read my Kershner (my bible) and get back to you. How fun! Peter
KR> counter balanced elevator
Jeff; small correction- 190 IAS is aerodynamically equal to 190 TAS @ standard conditions. Your pitot reacts to the dynamic pressure of impacting air molecules, independent of density altitude, just like your flight surfaces will, so flight testing to 215 IAS has been demonstrated without flutter. Congrats. Peter I routinely descend from 12,500' to 7000' for landing with the ASI showing 190 mph IAS, which is roughly 220 mph TAS at those altitudes.
KR> OSH camping info
Camp at the seaplane base. Quiet and small, with a shuttle to all the action. Peter
KR> "Engine-driven alternator?"
In practice, the requirements for transponders are interpreted variously by different responsible agencies. In my TCA, surrounding SEA, the outer edges of the mode C skirt are largely unregulated in practice. If ATC cannot image you on radar, they do not want you pinging, nor do they want you talking to them. The wording in the FARs allows for an exception if prior permission is granted for operation without mode C ...this is assumed to have been granted for the entire S. Puget sound, and they don't want you calling them and asking. "Stay below radar coverage and keep VFR separation, I've got to deal with all of this heavy traffic, and OLY and McCord AFB will ignore you too in VFR conditions." In the LA TCA I've lost radio while asking for clearance into Ventura.( alternator was sparking and RFI overwhelmed the transmitter) In practice, I just turned toward White field (uncontrolled) and landed. All of this regulation is designed to allow ATC to provide positive separation where conflict is present. If they can't hear or see you, they want you to take care of yourself, whether your TC shows a source of electrical power or not. Peter
KR> British Kr2 flying through America.
Colin; I realized that you might be able to carry your bike AND aux tank, if you have the weight capacity. I have cut and converted five or so bikes to folders, one a tandem, and the last one just for this trip to France.(I left the bike there for friends to enjoy) The process is simple, measure your frame to find a cut line that will create two equal halves - in your case 26" max. dimension because the wheels don't fold. Cut the tubes cleanly in front of the bottom bracket and the top tube in front of the seat post. Two ways of joining them work well, external or internal sleeve. A. External sleeve joints require welding three nuts onto each side of a 4130 slit tube with the i.d. a loose fit on the bike tube o.d. The nuts on one side are drilled out to receive the bolt loosely, and the bolt threads into the other, clamping the sleeve tightly onto the cut frame. B. Internal sleeves are a simple loose fitting length of 4130 tubing that fits the i.d. of the bike tubing. With the bike assembled and three inches of tubing centered inside the joint, drill a hole through the bike tubing and sleeve to fit an AN bolt of your choice, one on each side of the frame cut. Dynamic loads on a bike are lateral, so the bolts are horizontally oriented. Four holes fitted with four bolts and your bike is stiffer and stronger than before. I speak from many miles of experience. I rode the tandem for years in the back of rented C150's with my wife and rode it in Malaysia on holiday. Pictures upon request. Peter
KR> British Kr2 flying through America.
Colin; The airfield at Gallipolis, Ohio would work. Many EAA friends there would love to help you on your way. RSVP if the location fits your plans. Peter
KR> O2 System
Someone should buy my portable liquid oxygen set from Caire. 8lbs for 8 hrs. at 2 lpm. perfect condition with big box of canullas. $150 w/guarantee. See: http://www.cairemedical.com/getattachment/cc86f72e-30d5-41dc-beed-79e3f11f4ad8/.aspx Peter
KR> LANDING GEAR LEGS - Pontiac Leaf Springs
Hi Bill. I took a pair of the springs and tested them for flex. They would have been a bit soft, but quite doable with some additional wrapping. I wrote of the efforts some years ago, along with concerns for converting the springs to gear legs. You'll have to search the archives. Peter Johnson Kenora, Ontario - Original Message - From: "ol' weirdo via KRnet" To: Sent: Friday, July 04, 2014 7:43 AM Subject: KR> LANDING GEAR LEGS > Has anyone made landing gear legs from the fiberglass rear springs that > Pontiac used on vans a while ago? > > Bill Weir > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Got the go ahead
Hi guys I have at last got approval from the LAA to use the Jabiru 3300 on my KR! However I have got to cut the extra 6" off the front we put on when we were going to use the Jab 2200 to get the w right! radical surgery. We have got to double up the main engine bearers behind the firewall as well. I have got to get some more spruce for this. Does anyone know what the minimum grain count (rings per inch) I should be looking for. At last I can get on with it, its been over two years wrestling with red tape, not to mention the bill for the engineer. Peter Drake Hereford UK
KR> Weight & Balance
I'm trying to remember, but I think the typical flight-induced stress failures almost always occur in the tail attach area, not the wings. It is difficult to stress the wings to yield without stalling them. Therefore, the stronger wings would demand stronger empennage and engine mount too. regards, Peter On mine, the chords are also thicker giving even more increase.
KR> How do you test a transponder?
Avionics shops do this on the bench, and often have cheap salvaged parts to repair/refresh. As with most transmitters, dont operate it without a load (antenna). Peter but howwould you actually test a transponder (or any used instrument, really),without having a flying airplane to put it in?Mike Taglieri
KR> identify this brake cylinder?
Would it be off a motorcycle? - Original Message - From: "Mark Langford via KRnet" To: "KRnet" Sent: Tuesday, May 27, 2014 5:40 AM Subject: KR> identify this brake cylinder? > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options >
KR> Most heavy engine
Hennie; Continentals need to be run at 75% at cruise, or they can burn oil. I added a quart an hour in my IO-470 because I ran at low power too much of the time. Also, how will you transfer that much torque to the airstream if you are limited to a 55 inch prop? HP=T x RPM Peter
KR> Henni's extremely modified KR2
And what is a "Columban ban bi "? Larry; It's a sweet little french two-seater. http://www.ulm.it/fly_in/test/banbi/banbi_en.htm
KR> Canopy shade
Jeff; Nice! But try it on a scrap piece of plexiglass first... wait a month. Solvents (paint vehicle) are unpredictable. Peter
KR> Ellison Carbueretor Pricing & Compatibility
Dan; Correct! The Posa was the first and was introduced when I was in A school. I just o'hauled my ma-4 and called Ken Faeth in Sacramento 916-368-1832 for a core. He has boxes of 3's and 4's in various stages of disasembly. My favorite used parts place. Peter You must be confused about the Ellison.
KR> Ellison Carbueretor Pricing & Compatibility
I'm wondering once again why experimenting with the carb on an aircraft is an attractive idea. There are MA 3s available for almost nothing in the aviation Eworld. No experimentation required. The Ellison has been baffling experimenters since it was introduced in the mid '80s, always looking for the perfect( or even just a usable) needle profile. Am I out of touch? Peter EFS-3A is $1,030.00 plus shipping and handling.Please note that we have a limited number of EFS-3A's in stock and will notbe manufacturing more due to production costs.
KR> Different materials
Just a note: Many aircraft using ply-wrapped wings, like the BD-4 and my Osprey II, have constant chord, constant camber wings, to keep the construction complexity down. Repairing the skins is easy, and the material is resilient, and absorbs point-loads well- it is a composite after all. Peter
KR> Diehl gear legs
These are pull-truded Scotchply designed for the 4-seater grumman tiger. Brackets, top and bottom are available from the same source (fletch-aire). No easy to cut I think. Peter
KR> New wing skin idea - Fuel
Nope. http://www.gilsoneng.com/reference/ChemRes.pdf peter One idea that occurred to me, was that a sufficiently large-diameter PVC pipe,
KR> New wing skin idea - Fuel
How fuel resistant is PVC, ABS? Drain pipe ABS is really strong and fairly light. Peter One idea that occurred to me, was that a sufficiently large-diameter PVC pipe,
KR> New wing skin idea
Dene; Make sure that the airloads don't travel through the full-span box structure of the tanks, rather than through the box structure of the spars. Probably would delaminate from the skins over time. Thermal loads also concern me. Wood, aluminum, and fibreglass expand differentially with heating. Peter I hear you but I have not done my final calcs yet, I might not make thetanks the full span between the spars but I would like to keep them fullspan for the stiffness it will give the wing being bonded to both the topand bottom skins.
KR> VW mechanical pump or electric pump
Why not copy the Piper design with a mechanical (diaphram) and electric in series? Diaphrams do fail, but only from neglect. I'd use a stock VW pump and replace it every other year in an excess of caution. Peter >All the VW s I've had over the years,> I don't recall ever having one go bad. > I'd like to have a plan b though.> What you all think?One thing to consider >is that when the VW pump does fail due to a diaphragm rupture, fuel is free >to flow into the engine block, and things get ugly immediately after if you >are pushing it with 5 psi! I think that's why you don't see many stock pumps >on aircraft engines. That's why we don't use them on Corvairs, at >least...Mark Langford
KR> Ercoup flying
Wayne and Larry; MY bad...the tripacer was my first love, and it did have spring-loaded interconnect. It even paid for itself when I sold it. Peter Also there were no springs between them. There was a mixing bellcrank under the baggage bag. It was all hard connected with rod end bearings and had a very specific rigging procedure.
KR> Pressure testing my wing tanks
I'm a propane tech here on my island, and we use soapy water in a spray bottle to detect any gas leaks in the plumbing. Low pressures are a few inches of water here, so this is a very sensitive leak-detector and localizer. Peter You could alternatively pressurize the tank with nitrogen and then use a refrigerant sniffer to go over all the seams. It will find the smallest of leaks quickly and easily.
KR> Ercoup flying
I've never flown one, but the 'coupe had spring-mediated control linkage between the rudder and ailerons which provided automatic control coordination. This worked very well to prevent the cross-control stall problem, but made crabbing into a cross wind and slipping more difficult...not impossible. The benefit of good design eliminating pilot error is incredible.(witness the cessna fuel system) and can extend to the broadest level of design...the B-33 Debonair practically lands itself, and this has saved many a dollar for tired pilots at the end of long cross-country flights. The plane has 80 gal tanks, and can safely travel for 6 1/2 hrs. You can't believe how hard it can be to land at night after dehydrating at 12.5k ft. all afternoon and into the darkness. Peter
KR> Flying high
Making a list of advantages vs disadvantages of flying high or low ondistance flying, I can't think of a single thing to put on the "low"list, The view is always better down low, so if you're not going anywhere in particular, or are near a mountain Like volcanic Mt.Hood, or the pacific, whale watching...low is best. Also, approaching LAX or SFO along the coast, stay low and enjoy the VFR corridor. VFR traffic on the congested east coast also stays lower generally. Peter
KR> UK Weather Forecasts
Hi mike That looks like a good resource. I've just watched the current bulletin and am even more depressed than I was before! Peter Drake Hereford UK -Original Message- From: Mike Sent: Wednesday, January 29, 2014 2:14 PM To: krnet at list.krnet.org Subject: KR> UK Weather Forecasts http://www.weatherweb.net/wxwebtv2.php is the free weather video service BTW, it's crappy here and looks like getting worse! Mike Mold Devon, UK ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options - No virus found in this message. Checked by AVG - www.avg.com Version: 2014.0.4259 / Virus Database: 3681/7041 - Release Date: 01/28/14
KR> How many KRs in Canada
I'm in Kenora, Ontario. - Original Message - From: "Global Solutions" To: "KRnet" Sent: Wednesday, January 29, 2014 12:08 AM Subject: KR> How many KRs in Canada > Who on this list is from Canada? > Would be nice to arrange a get together in the warmer weather. > Regards > Stan > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options
KR> Horizontal stabilizer angle of incidence
Mike; Partial throttle yields maximum endurance. This is really valuable in tailwind conditions, where it can result in skipping a fuel stop! My Beechcraft drank 14 gals/hr at 75% and as low as 8 gals/hr at partial. More haste, less speed! Most aircraft have minimum induced drag at just above stall, and here you need partial power to maintain level flight. When I flew off my 40 hrs. for my Osprey airworthiness Cert. I loitered at 2100rpm over the airport environs for a good part of the required hrs. Diesels, which are never throttled, gain most of their efficiency, not from pumping-loss reduction, but by higher compression ratios and a difference energy cycle (Carnot vs. Otto). Peter The engine, being basically an air pump, is most efficient without anythrottle plates interfering with the flow of air into the engine. Flyingat cruise with partial throttle doesn't compute at all.
