Another thing to keep in mind in relation to meeting the LSA performance
criteria is who, besides you, is going to know for sure what the stall
speed (or any other parameter) really is. If you say the stall speed is 51
mph, as long as that's plausible who's going to even give it a second
thought?
A variation on "don't let perfect be the enemy of good enough". Well said
Larry.
Cheers,
Tony
On 23 November 2016 at 11:30, Larry Flesner via KRnet
wrote:
>
> For builders still looking to get in the air, don't let prices like these
> discourage you. Round gauges still work just fine and a
Pretty sure Buenos Aires is in Argentina :-)
2016-11-22 9:44 GMT+10:00 Jeff Scott via KRnet :
> For those wondering what Eduardo said: See the Google translation below:
> Bottom line we are all invited to the 12th annual KR Gathering... in
> Brazil. Personally, in a couple of years after I
Yes, Jabiru use it too. But I'm pretty sure using push-pull cables with no
bellcranks would eliminate any differental action of the ailerons. It
might be possible to get some of that back by doing something like what
Mark Langford did with his ailerons (where the front edge sticks up into
the
I've been thinking about using push-pull cables for the ailerons rather
than the conventional arrangement. Seems to me this could do away with the
need for bellcranks and the like, but I'm not sure what the downsides might
be.
I know push pull cables weigh more than standard aileron cable for a
Colin is in the air again. Just taken off from Magadan (Eastern Siberia)
headed for the Chinese border.
http://www.kr2worldtour.com/where-am-i-now/
It's remarkable that replacing the 20% of air that's not nitrogen with
actual nitrogen results in such an improvement in desirable properties for
the inflation of aircraft tyres.
TK
On 13 September 2016 at 02:22, Dan Branstrom via KRnet wrote:
> A note for those using slime in their tires. It
I think you have more weight than you need to achieve the required strength.
It only needs to be strong enough for the task, no more. Any more than that
means you're carrying weight (and sacrificing performance) you don't need to.
Cheers,
Tony
Sent from my iPad
> On 9 Sep 2016, at 10:15
Hi Stan,
A 70 inch prop on a KR seems unlikely. They're a bit close to the ground. The
TBO on a corvair is whatever you (the builder) decide. Comparing engines is too
difficult for an email response. There are so many variables and some of them
come down to simple personal preference. There
The two primary objections to ethanol seem to be corrosion/degradatiion of
fuel system components and its tendency to absorb water. As you've pointed
out, the corrosion can be dealt with at design stage quite readily - just
specify appropriate materials.
The water issue doesn't seem so
Plus the wing is completely different
On 1 June 2016 at 12:27, Tinyauto--- via KRnet wrote:
> RV6 not even close to a KR. Hand a VW 2100cc engine on an RV and see how
> it performs.
>
> Kevin Golden
> Streak Shadow .and others.
>
>
>
>
>
> In a message dated 5/31/2016 9:25:11 P.M. Central
"found the right leg interfering with left stick movement; removed my
wallet for a fix"
Your wallet must be fatter than mine :-)
Good detail in your reports. Keep it up.
Cheers,
Tony
Does dropping the engine centreline create any issues with prop ground
clearance?
Cheers,
Tony
On 31 March 2016 at 11:13, Pete Klapp via KRnet
wrote:
> KRNetters
> I am in the process of determining the cg on my project. In comparing cg
> location, RR plans show the 8" cg range with the fwd
There's published numbers and then there's reality. If the published empty
weight, range and cruise numbers are anything to go by, the published stall
speed might be suspect.
Having said that, there are several KRs on the recreational register here
in Oz, and that requires a stall no greater
Congrats Rene. Sounds like you've had quite a journey. Well done. Enjoy.
Cheers,
Tony
On 20 January 2016 at 08:33, Lawrence Ffrench via KRnet <
krnet at list.krnet.org> wrote:
> Hi KR Team,
>
> N44774, a KR-2 retractable tail-dragger originally built by the great
> hands of Gary Garvin in
I'm using hoop pine in my KR-2S. It's 10% heavier than spruce but also 15%
stronger. It was approved as a substitute for spruce and douglas fir
during WW2. I think they built Mosquito bombers with it.
I buy first grade timber from a boat building supplier and cut it to size.
As John says, you
At 876 lbs empty I'd be looking for a bigger engine than a VW - especially at
that altitude and with those temps. Also, I'm pretty sure 3,000 rpm is a bit
low - most of the VW guys seem to go for around 3,400 - 3,600.
TK
Sent from my iPad
> On 23 Dec 2015, at 6:36 PM, PIERRE via KRnet
Pretty sure a lot of Corvair installations are in the same weight range too.
TK
On 18 November 2015 at 02:14, Nerobro via KRnet
wrote:
> I was coming in to make a flippant, hopefully humorous comment regarding
> building a lawn dart due to nose weight.
>
> Turns out... A standard O-200
Lithium batteries make great starter batteries because they are capable of
much higher discharge rates than lead acid batteries for a given amount of
energy stored. This one of the factors that enables users to install a
much lighter lithium battery than the lead acid equivalent - a 10AH lithium
Guys, is it really necessary/appropriate to be having this 'discussion' on
a public forum?
TK
On 11 September 2015 at 14:12, Flesner via KRnet
wrote:
> At 09:31 PM 9/10/2015, you wrote:
>
>> Dan receive the funds in the same timeframe that I received it from you
>> last year. I didn't receive
That would help with UV degradation, but not with water ingress.
TK
On 8 September 2015 at 11:47, Virgil N. Salisbury via KRnet <
krnet at list.krnet.org> wrote:
> A paint job every two years would help, Virg
>
>
>
>
http://www.flightsafetyaustralia.com/2015/09/into-the-woods/
If you came up with a structure that had the aircraft still sitting on its
landing gear (or with brackets of some sort attached to the axles) you'd
have to expect it wouldn't do any damage to the aircraft. An arrangement
that somehow attached to the upper landing gear mount points probably would
Mike,
I can't tell whether your tougue is firmly in your cheek there - I think it
must be. I always understood bladder tanks were an alternative approach to
having fuel vents, since the tank expands and contracts according to the
volume of fuel remaining.
For me there's little correlation
There is a KR on Oz with a BRS. I haven't seen it up close, but it
belonged to Barry Kruyssen. I know he had it for sale a while back. Not
sure where it is now.
Take a look at http://www.athertonairport.com.au/kr2/
Cheers,
Tony
On 29 July 2015 at 02:12, Chris Prata via KRnet
wrote:
> I
Hi Mike,
I'm intrigued that you determined the coil(s) might be getting weak with
age but decided to address the issue by buying low resistance leads rather
than replacing the coil(s). What's the thinking there?
Cheers,
Tony
On 14 July 2015 at 15:07, Mike Stirewalt via KRnet
wrote:
> Last
I'd be keen to understand what killed Jeremy Monnett before I'd go there
(Aerovee Turbo). The aircraft he was in was a test bed for this engine as
I understand it.
TK
On 3 July 2015 at 14:42, Chris Prata via KRnet wrote:
> This oughtta fix that...
>
The standard Jab configuration uses a Bing altitude compensating carb with
no mixture control. I'm used to litres in this part of the world, but I
know the J160 (same engine) at my local club is documented as burning 18
litres per hour (4.7 US gal per hour) for flight planning purposes. On
that
Be careful buying a temporary ride while you build a KR2(S). I did that
about 2 1/2 years ago. Since then I've flown nearly 250 hours in the
'temporary' ride and spent less than 10 hours on the KR2S. Admittedly
there have been other things in the way as well, but counting flight
planning,
Mike,
As I understand it, no one has been able to convince Jeanette Rand to allow
them to reproduce the plans for sale (and a number of good people have
tried), so all plans ultimately come from her, and inordinate delays have
always been part of the picture - long before nvaero became involved.
There'd have to be a limit to how far you can move the engine forward using
spacers. I'd expect even at 2" spacers would be starting to be prone to a
bit of movement due to torsional forces and the like. I'd be looking to
redo the engine mount if I needed to move the engine forward by more than
Why would corrosion in swaged stainless fittings be any different in Australia
to anywhere else in the world? It's just that CASA (Oz equivalent of FAA) has
issued an AD when others apparently haven't.
Of course it's well known that the 'ASA' in CASA stands for 'Against Small
Aircraft', so
That's good to know Sid. I've been scratching my head for a few weeks
wondering if that AD applied to me. Based on your info it doesn't. Happy days!
Cheers,
Tony
Sent from my iPad
> On 3 Apr 2015, at 4:48 am, Sid Wood via KRnet wrote:
>
> All of the control cable fittings called out in
Hi Mike,
How would that help? When landing an aircraft, surely the appropriate
reference for airspeed (apart from the feel of the aircraft in flight) is
the instruments fitted in the aircraft? IAS is what you'll have in front
of you when landing. As long as it's the ASI the aircraft was tested
Rotax has clearly decided EFI is the way to go. But have you seen the
complexity of their implementation on the 912iS? Running an EFI like
Megasquirt or SDS in an aircraft can and has been done, but it introduces a
lot of new failure modes that you need to understand and make a conscious
choice
As I understand it you can build the Aerovee (which only comes as a kit) with
either 7:1 compression (for mogas) or 8:1 (for avgas). The others I think are
at least 8:1.
TK
Sent from my iPad
> On 23 Jan 2015, at 7:55 pm, Chris Prata via KRnet
> wrote:
>
> One confusing things is the
Probably should have said "if you have to travel to a schedule..."
TK
On 22 January 2015 at 10:00, Jeff Scott via KRnet
wrote:
>
>
> > If you have to travel you're better off using the
> > airlines, The KR is for fun.
>
> Wow. I'm really bummed to read that. Apparently I have been misusing
I recall hearing of an O-320 on a KR, but I believe it crashed and killed
the pilot. Not sure of the details or whether the engine was a factor.
TK
On 21 January 2015 at 11:43, ppaulvsk via KRnet
wrote:
> I saw that someone put a turboprop on one. I don't know if it ever flew.
> Maybe someone
It's pretty simple. From memory I paid about 35 bucks plus delivery for a pair
of Grumman gear legs. If I'd found Deihl legs for a similar price I'd have
been happy to use them. Also not sure where to get Deihl gear from these days.
TK
Sent from my iPhone
> On 14 Dec 2014, at 9:23 pm, Dan
Yep. Just mark them out with a Sharpie, cut them on a sawbench and round
the edges with a router. Once you've done that just follow the same steps
as for the 'standard' legs - i.e. wrap them with fibreglass, etc.
The Grumman legs are thicker than the 'standard' legs - by about 1/4" I
think.
Just one correction - CASA has proposed the restrictions, they haven't
introduced them yet and hopefully they never will. Just the proposal alone
has been damaging enough, and the way CASA has gone about addressing this
problem (if indeed there is a problem - which they've acknowledged they
don't
I have a Fisher FP202 Koala with hinge pins holding the upper cowl on (the
lower cowl is held on with screws). They work great - takes about 10
seconds to get the cowl off for an engine check, and about the same to put
it back on. One pin down each side and two much shorter ones across the
Mike you've missed your calling (unless you already are a comedian in your
day job)!!!
Cheers,
Tony
On 26 November 2014 at 05:04, Mike Stirewalt via KRnet wrote:
> Jeff said,
> >
> > " . . . not many pilots are going to be willing to pull the hinge pins
> to
> > look at the engine regularly
Hi John,
Congrats on getting your KR into the air. I'm interested that you're
operating from a 2,000 ft grass strip. From other discussions on the forum
I've developed the impression that 2,000 ft would be a minimal strip for a
KR. The reason I'm interested is that my own strip is about 650
Well said Bob.
Steve, as Bob said, your efforts for the KR community are appreciated,
including by those of us who have not been customers. I hope that even
though you're no longer planning to run Nvaero your wisdom and experience
will still be available to the KR community in some form. I wish
I've been thinking on this as well. I suppose one could leave them the
full inch thick but make them narrower (i.e. not as wide) if they were too
stiff. Leaving them longer (which I also plan to do) will offset some of
the stiffness, and additional stiffness will probably be a good thing given
Except that flaps generally increase lift as well as drag. As I understand
it a belly board only increases drag.
TK
On 16 September 2014 05:19, Mike Stirewalt via KRnet
wrote:
> I think the bellyboard could technically be considered a "split flap".
>
My builders guide shows the rudder pedals as bent tube rather than welded.
Has anyone built them this way? What are the pros and cons?
TK
Envy :-)
TK
On 4 September 2014 04:41, Mark Langford via KRnet
wrote:
> Although Colin Hales kicked off the journey to the Gathering in Chino, Joe
> Horton is now enroute to my place, and the two of us will meet up with
> Larry Flesner tomorrow at our first fuel stop, H35. After that, it's
Except that Kurt said "attorney general" rather than "attorney" - in other
words a query to the government, not a law suit. In most Australian states
it's called either the Department of Fair Trading or Consumer Affairs. Not
sure what it's called in the US.
Essentially Kurt's question was "can
You know that's all well and good, and I'm certainly hoping Steve's still
willing to do what he does when the time comes that I need some of his
products, but at the same time, if someone new to the community asks an
inappropriate question (and to my mind Kyle's question wasn't entirely out of
Long Eze - with the fuel selector behind the left shoulder rather than on
the panel.
TK
On 28 August 2014 09:15, peter via KRnet wrote:
> 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
>
>
>
>
>
>
Yes
Sent from my iPad
On 13 Aug 2014, at 6:14 pm, "Hennie van Rooyen \[HQP Alloystream\] via KRnet"
wrote:
Hi again,
Found this link in the meantime:
http://www.nvaero.com/products/Rand-KR%252d2-Plans-and-Builders-Manual.html
Would this the recommended place to get it from?
Hennie van
My plans have at least 10 -15 sheets and the builders guide is about 100 pages.
The serial no is a document included with genuine plans. Note that the plans
are licensed (not sold) and entitle the purchaser to build one aircraft only.
TK
Sent from my iPad
On 9 Aug 2014, at 12:57 pm, Neville
Hi Neville,
Best to talk with Steve at NVaero about what comes in a kit. My
understanding is that the plans and builders manual are sold as a unit -
with or without a kit. It certainly is possible to buy just the plans
(which include the manual) and build from scratch. If you decide to do
that
Be very careful with any kind of lithium batteries, including LiFePO4, in
aircraft. I had a Ballistic EVO2 LiFePO4 battery in my aircraft for about
80 hours with no issues, but I have now removed it after the second of two
significant incidents (one fatal) in Australia caused by LiFePO4
It was a good presentation Mark. Well done. And thanks once again for your
contribution to the KR community.
Cheers,
Tony
Sent from my iPad
On 10 Jul 2014, at 8:51 pm, Mark Langford via CorvAircraft wrote:
Phil Matheson wrote:
> Great talk, thanks very much.
I started out a bit rattled
Hi Larry,
Thanks for that comprehensive overview. It was very helpful.
Cheers,
Tony
On 3 July 2014 07:21, Flesner via KRnet wrote:
>
>
>
> > Could someone tell me the angle of the Diehl main gear brakets? I
>> intend to make my own. I also remember a post regarding composite legs
>> that
Rob,
Are those numbers on grass or pavement? Is your landing distance from when
the wheels touch the ground, from 50ft or some other height?
Cheers,
Tony
On 23 June 2014 22:32, Robert7721 via KRnet wrote:
> I use about 800 ft to take off. Rotate at 60 mph, level out in ground
> effect
ok
On 3 May 2014 10:28, wrote:
> I don't think my emails are getting posted because I'm not getting an
> email of my post I just made. But I can see them in the archives.
>
> Paul Visk
> Belleville Il.
> 618-406-4705
> ___
> Search the KRnet
To answer your core question, I'm building mine about 4" wider than plans
(KR2 and KR2S are the same width on the plans) and I've moved the widest
point back to where the pilot's shoulders are. I understand Ken Rand
wasn't a real big fella, so two of him probably would have been OK. Two of
me (6
Is the KR2 a two place machine is a different question to 'how often do you
fly two up'. If the rest of the world is anything like Oz, between 80% and
90% of recreational flights are solo, regardless of the type of aircraft.
TK
On 10 April 2014 14:48, Hennie van Rooyen [HQP Alloystream] <
Hi Neville,
It is possible to get a KR2(S) onto the RA-Aus register in Oz - there are a
few there already. Keep in mind that the requirement is for stall of 45kts
at MTOW in the landing configuration (and presumably at sea level on a
standard day - 15C 1013 hPa). There are mods (e.g. bigger
Thanks Larry. That's what I've been doing and I'm sure you're right. But
the familiar (wood and aluminum) is still a temptation.
TK
On 5 March 2014 11:48, Larry Flesner wrote:
> Someone famous once said " the only thing we have to fear is fear itself".
> And so it goes with fiberglass. The
Thanks Adam. My concern with fibreglass is not the strength of the
resulting structure but my ability to achieve a high quality finish in a
reasonable timeframe and with a reasonable amount of effort using
fibreglass as opposed to alternative materials. I'm confident I can
achieve a good finish
Mike,
My advice would be to pick the app (or apps) that suit your flying and the
question of iPad vs Android will probably answer itself. It's not about
the brand of the hardware, it's about the information the app can provide.
Personally I use an iPad, but that's because of one particular app
Polyethylene tanks are common in ultralights.
TK
On 19 February 2014 04:52, Wayne Tokarz wrote:
> Let's put this one to rest, In all the world of motor sports and vehicles,
> only ONE plastic is used to make fuel tanks and gas cans, polyethylene,
> period. Without any technical backing to
On 7 February 2014 00:31, Dj Merrill wrote:
> The prop rule is interesting, too. LSA specs say you can have a ground
> adjustable prop, but not one that can be adjusted in the air. Can you
> put an electrically adjustable prop on an LSA aircraft and placard the
> panel switch "Adjust prop
On 31 January 2014 10:37, The Leonards wrote:
> Gents
> Use a balloon attached to one of the inlets/outlets of you tank.
>
I did the balloon thing on a tank I built recently. It was a riveted
aluminum tank with lots of pro-seal. Put the balloon on the vent, put the
air hose on the
On 31 January 2014 10:02, Larry Flesner wrote:
>
> Gas molecules are smaller than water molecules.
>
> ++
>
> Not sure that's true. An oxygen atom with two attached hydrogen atoms
(i.e. a water molecule) is not any bigger than two oxygen atoms
Woh, now there's something I missed. In all my perusing of the plans and
the build guide I hadn't noticed the floor extending back past the main
spar. I'm at the point of fitting my centre section spars so I'm glad this
came up. KRNet saves the day - again!
Cheers,
Tony
On 13 January 2014
The key here is the attitude of the aircraft. With the plane level, yes,
9" is 9" regardless of the size or shape of the airframe. But I think the
previous writer was talking about how that clearance is affected by the
attitude of the aircraft. He also seems to be thinking the clearance is
Nice work Stef. I'll be interested to see your progress with the BMW - the
R1200 is on my list of possible engines. Good luck.
Cheers,
Tony
Sent from my iPad
On 28 Dec 2013, at 3:24 am, "stefkr2 at kpnmail.nl"
wrote:
Hi KR friends.
I can tell you all that I am happy with the progress of
It's one thing to make a KR meet the LSA weight and performance specs. As
I understand it, it's quite another to make it an actual LSA since that
requires the manufacturer to certify (and demonstrate I believe) that it
meets certain engineering standards - usually ASTM.
Is this thread about the
Hi Neville,
There's no perfect aircraft, sadly. I'm in a similar position to you - can't
put down a big wad of cash for a kit. I have heard talk of a folding wing mod
for the KR but never seen any details. I'd proceed on the basis that the KR
needs to live at an airport, not in the garage.
Hi Neville,
There are several KR2S variants under construction in Oz. I'm in Qld, but
there are some closer to you - e.g. Phil Matheson at Finley NSW.
Yes, you can build a KR2S from scratch from the plans, although there are some
websites in the KR community that will make the journey a lot
Don't forget the rear spar WAFs
TK
On 22 October 2013 14:39, Adam Tippin wrote:
> I'm slightly confused. If they are 11 each and there are 16, that's only
> 176. Or was that a typo. Because $100 for shipping is a bit excessive.
> On Oct 21, 2013 11:38 PM, "Dan Prichard" wrote:
>
> > The
Seems a member of the KR community was lost yesterday in Oz. Anyone know Ben
Dumbrell from Tumut NSW? Sympathies to his loved ones.
Tony
Sent from my iPhone
> For those with flying KRs, how much distance would you estimate it takes to
> stop your KR on grass from the point at which you start to flare. I'm trying
> to work out how far back from the threshold I need to knock the trees down
> (on a neighbouring property) to ensure I can stop before
> The materials used for 3d printing is expensive,
Agree. Very cool toy (3d printer), but dollars (not cents) per cubic inch for
materials. Plus, 3d printers capable of making full size KR components/moulds
are very costly too.
TK
Sent from my iPad
Yeah, that's probably true. They also might have a bit more slop than
regular cables. But since there are well known aircraft using them
apparently quite successfully, these obviously aren't showstopper issues.
TK
On 19 March 2013 08:32, wrote:
> I have always heard they have more friction
I don't understand why morse/teleflex/push-pull cables aren't more common
in aircraft. I know Jabiru use them, and I've seen them in some other
aicraft. I'm planning to use them on my KR. No doubt they're a bit
heavier than regular cables, but by the time you include the fittings and
brackets
(in
terms of its effect on dampening pulses) probably is the PSRU.
Cheers,
Tony King
Queensland Australia
On 28 December 2011 06:48, Barrett <barret...@comcast.net> wrote:
> Good article. The L-98 Corvette engine (and LT-1) when coupled to the
> 6-speed tranny also use a dual m
the
bending force by way of the gyroscopic effect of the flywheel acting
against the bending force of the prop.
Sadly I don't have the theoretical background to work out whether a
flywheel of tolerable weight and dimensions could make a useful
contribution. Any takers?
Cheers,
Tony King
Queensland
! For some people
the experimentation is why they do it. Fortunately for me, some of the
benefits of the Corvair (parts availability, low cost, etc.) don't apply in
Oz since they were never sold here, so I'm not tempted to follow that path.
Cheers,
Tony King
Queensland Australia
On 27 December
Glad to hear you're OK Mark. I'm sure I won't be the only one watching
with interest to see what your next experimental is like - and what ideas
we can incorporate into our own projects.
Cheers,
Tony King
Queensland Australia
I've got a flying story for you, but I'm not sure if it'll
Can you buy parts from Sonex? For some reason I'm under the impression
they'll only sell parts to plans holders. Love to be wrong about that.
Cheers,
Tony King
Queensland Australia
On 10 December 2011 03:44, Craig Williams <kr2seaf...@yahoo.com> wrote:
>
>
> http://www.so
Not too bad yet - it's still possible in Oz to get regular unleaded with no
ethanol if you shop around, and premium unleaded generally has no ethanol,
but there's talk of mandating it, so not sure how long the current state of
affairs will last.
Cheers,
Tony King
Queensland Australia
On 2
Pump gas is a different story though - and it's not methanol either.
Cheers,
Tony King
Queensland Australia
On 2 November 2011 09:49, Dave_A <dave.a.kr...@gmail.com> wrote:
> IIRC there is no alcohol of any kind in 100LL.
>
>
rs
of work.
Welcome to the group. I'm sure you'll find lots of help here as you
progress through your conversion.
Cheers,
Tony King
Queensland Australia
.
Therefore, in that example, so long as there are no maneuvers that exceed 4g
(still higher than the 3.8g for aircraft certified in the Normal category),
a gross of 1350lbs would still be safe. Have I got that right or are there
other factors that need to be considered?
Cheers,
Tony King
Hi Brian,
The only commercially available landing gear for KR2's I'm aware of is Grove
(aluminium one piece) and Diehl (composite). Cost wise I don't think
there's much difference between the two. There are KR's with different gear
(e.g. there's one in Australia that has Jabiru landing gear -
Glad to hear you're safe Phil. Hope you'll be back in the air soon.
Cheers,
Tony King
On 26 September 2011 20:26, Phil Matheson <phillipmathe...@bigpond.com>wrote:
> Well, it can happen to you.
>
> Last night 1730 at 500 ft Engine stopped dead. Lack of landing spots. Had
> t
is left in the engine?
Cheers,
Tony King
Brisbane Australia
On 10 September 2011 14:29, Joe and Mary Ferraro <skygo...@live.com> wrote:
>
> To all the KR folks, I'm selling Marty Roberts' KR-2 with an O-200
> Continental. Any and all offers are welcome. Still in great conditi
installation looks
like well over 240lb for the same items.
Cheers,
Tony King
Queensland Australia
On 28 August 2011 01:14, <stef...@kpnmail.nl> wrote:
>
> kr friens.
> What is THE weight of both ?
>
>
> Stef
>
>
>
>
>
>
>
>
>
than
unhappy ones so it's a bit hard to tell what's the real likelihood of
getting a lemon.
Tony King
Queensland Australia
On 26 August 2011 06:58, Vaughan Thomas <v...@xtra.co.nz> wrote:
> I dont understand the "excess" power thing, but down under ( New Zealand),
> t
. Thanks :-)
Tony King
Brisbane Australia
On 12 August 2011 13:35, Seth and Karen Jersild <jersi...@gmail.com> wrote:
> Tim and Tony,
> I'm just a few months ahead of you two. I added the extra 14" bay
> behind the rear spar and 1" total to the front two bays. I'll add 1&qu
:-)
Good luck with your build.
Tony King
Brisbane Australia
On 12 August 2011 05:36, Tim Caughron <caugh...@bak.rr.com> wrote:
> Hi all, I've been lurking here for a while trying to push myself over the
> wanting stage to the doing stage. I've a set of 2S plans for several years,
&
that way.
Any advice or comparative flying experience would be appreciated, as would
'non-religious' (i.e. it's bad because it's bad) views on the idea of using
push-pull cables.
Cheers,
Tony King
Brisbane Australia
I was one of those bystanders. It was an impressive demonstration of how
easy it can be to access various normally nearly impossible to get to parts
of the aircraft. I'll definitely be taking that approach.
Cheers,
Tony King
Queensland Australia
On 12 May 2011 07:25, <phillipma
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