Re: KR> OOPS

[Chris Kinnaman via KRnet]

No worries, George. There probably are others on the KR List who needed 
to hear what you had to say as well, and can put your words of 
encouragement to good use. Thanks for hitting "reply all".


Chris K


On 2/1/2021 11:03 PM, George via KRnet wrote:

Apologies to one and all.

Prior message was meant to be private to Paul, but stuff happens.

George





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Re: KR> building material?

[Chris Kinnaman via KRnet]

Michael,

I'm not sure if you're planning to use a PVC or XPS (Is that expanded 
polystyrene?) in place of plywood as used in the fuselage of the KRs, 
for example. The plywood is structural in the case of a KR-type fuselage 
box. In this type of construction the foam is typically used to give 
shape for the overlaid structural glass layers, such as the wing 
surfaces. Typically any foam used in aircraft construction like this is 
ignored as contributing anything to the strength of the finished 
structure. It's just to establish the shape.


That being said, I'm confident you could build a wing using foam ribs, 
sheeted with, say, .062" E-glass printed circuit board fiberglass 
laminate, and you'd have a structure with strength comparable to a wing 
with wood ribs and, say, 3/32" plywood skins. You would need a lot more 
ribs than what is found in the KR wing structure though. A different 
type of structure would have to be designed, more along the lines of a 
wood wing - stick or ply ribs, wood spar, plywood skin. In this case the 
foam ribs would be load-bearing structural members. It looks to me like 
the ribs in a KR wing are not carrying any load at all. They along with 
the foam between them position the skins which are molded over them and 
in the process the skins are bonded to the spar caps. You would have a 
very tough time trying to curve .093" (3/32") e-glass for wing skins, 
and having worked with both I believe 3/32 ply is lighter than .093 
glass and stronger than .062 glass but I have not tested to compare. In 
very cold temperatures the ply retains its flexibility and e-glass 
becomes noticeably brittle.


If you're thinking of glassing over foam attached to the fuselage sides 
and bottom, don't. The skin needs to be attached to the truss structure 
with an adhesive bond. Use a skin made of all glass if you can't get the 
plywood. Don't build with foam between the truss and the skin. No load 
can transfer to the skin, the foam will distort and probably begin to 
crumble with any shear loading.


Burning PVC does release toxic fumes when burned including dioxin, a 
known carcinogen along with others which are dangerous and toxic in the 
short term. But if your foam is burning in flight you have other bigger 
problems to deal with, unfortunately...


YMMV

Chris K



On 2/1/2021 10:38 AM, Michael via KRnet wrote:

Greetings

At the moment I am still completing the 90% complete, 90% to go stock KR-2
project that I am hoping to finish in the next year to 18 months and then
get airborne.

The question I asked was more of a theoretical one for a future planned
project after this one and because finding some of the materials taken for
granted elsewhere in the world has been a challenge here.  I have spoken to
a few local suppliers while running around buying bits & pieces and the
response has been positive and most have stated that PVC or XPS similar
laminates would be stronger and lighter than the equivalent marine-ply
although their experience is in general construction or boat repair and not
aircraft construction.  I am trying to find the article where one
manufacturer went as far as to say that their structural XPS or PVC is 24%
lighter for the same comparable strength than plywood.

They are also non-flame spreading (ie will melt and might burn in a fire
but will not propagate a fire) and will not create burning blobs or noxious
fumes like standard polystyrene.

This all said, I am still far from finding a perfect alternative and seeing
some of the other discussions, I am not the only one :)

Regards
שָׁלוֹם עֲלֵיכֶם (Shalom aleichem)

Michael L Griffin
mileg...@gmail.com
Fax : 086 733 0650
Cel : +27 83 462 0462
Please consider the environment before printing this email

He who play in root,
  eventually kill tree.

Linode Private Server  :: http://goo.gl/OnpGMS
EvE Online 21day trial :: http://goo.gl/TAZSJ8


On Sun, 31 Jan 2021 at 16:48, Flesner via KRnet 
wrote:


Michael Griffin, have you made any progress on selecting building
material / or made plans to proceed on  your project?  Any luck
contacting current or past KR builders in the country?  Inquiring minds
want to know.

Larry Flesner


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Re: KR> KR2 Canopy latching for forward lifting canopy

[Chris Kinnaman via KRnet]

Michael,
Happy New Year and a Belated Merry Christmas! Don Reid's canopy latches 
for his front-hinged canopy look like they do the job you need though 
they aren't exactly what you describe. Pretty light, though.


https://aerofoilengineering.com/KR/photos/Latch/kr_latch.htm

Chris K

On 1/1/2021 1:21 AM, Michael via KRnet wrote:

Greetings All

   I trust you all had an awesome and blessed Christmas and I wish you a
fantastic 2021.

   I have almost finished the KR2 fibreglass seats which I chose so I could
learn where mistakes are not dangerous or really costly and want to tackle
securing the canopy with latches and locks etc next.  My canopy opens
forward similar to Mark's photo : http://www.n56ml.com/04103050m.jpg





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Re: KR> Merry Christmas

[Chris Kinnaman via KRnet]

LOL Thanks Larry, Merry Christmas and Happy New Year to you, and to all 
of the KRNetters.


Chris K


On 12/24/2020 6:53 AM, Flesner via KRnet wrote:




THE DAY BEFORE CHRISTMAS


‘Twas the day before Christmas and out on the ramp

Sat a little KR, a mischievous scamp

He should be in his hangar or so he was told

But he just had to see what the day would behold

He’d heard of this fellow all dressed up in red

He was told there were reindeer that powered his sled

He couldn’t believe that a sleigh could take wing

He’d been born in a shop where logic was king

With patience he sat there till day turned to night

And that’s when he saw it, a twinkle of light

It seemed headed his way and it gave him a chill

When he heard what seemed thunder just over the hill

The rumble got louder, he was frozen in stare

There were thirty six hooves all pounding the air

There was anti-collision that flashed on the nose

And the elf shook with laughter from his head to his toes

He was headed down final, you could tell by his grin

That he didn’t fly patterns and he landed downwind

He knew KR waited so he stopped for a chat

They talked as he dusted the snow from his hat

Too soon they were leaving they were off in a leap

They were picking up speed and climbing out steep

They flew straight as an arrow and it’s only a guess

That Rudolph was using his new GPS

And then it was over they were all out of site

And he couldn’t believe what was told him that night

He rolled back to the hangar but the invite was clear

“If you install an aux tank you can join me next year”

YEEHA

Larry Flesner12/24/2005

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Re: KR> Why have wing Tanks?

[Chris Kinnaman via KRnet]

If you've ever seen a post-crash fire kill someone, or if you have ever 
lost friends or family in a post-crash fire, or if you even smelled 
smoke in the cockpit, you might have an idea why some people regard fuel 
in the wings as safer than a fuel tank in the fuselage. I saw it happen 
right in front of me, a crash on final, one occupant - the CFI - got 
out, and the student died in the fire. It's hard to imagine the amount 
of energy released by a gasoline fire until you see a big one. A couple 
who were friends of my wife and I were killed when flying in a homebuilt 
with the common tank-between-panel-and-firewall setup. They experienced 
a loss of power and he landed in a highway median. The grass obscured 
some large rocks which stopped the airplane hard on rollout and ruptured 
the fuel tank, resulting in the fatal fire. Witnesses said the airplane 
was not moving very fast when it stopped.


My aviation mentor, who had thousands of hours of military and general 
aviation flying in everything from mid-50s interceptors to tankers to 
WWII warbirds to J-3s to twins to gliders, including over one hundred 
DIFFERENT homebuilts, and investigated accidents while in the USAF, 
seemed to think fuel in wing tanks was significantly safer than in the 
fuselage. Don't let someone else make up your mind for you by arguing 
for or against relative merits. Make your own decision using YOUR best 
judgement and considering all available options, without falling for The 
One True Way. I know how I'm going to build my own fuel system.


Chris K

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Re: KR> My KR 2 Project Is for sale

[Chris Kinnaman via KRnet]

FWIW I had no problems with the original link. Pics opened fine.

Chris K


On 12/9/2020 6:49 PM, Bernard McLean Sr via KRnet wrote:

Go to
Bmcleankr2photos.Shutterfly.com/

Sent from my iPhone


On Dec 9, 2020, at 7:50 AM, Randall Smith via KRnet  
wrote:

I tried to get on but I do not have a Shutterfly account. Take pictures of 
that KR and put it on YouTube and everybody can go look.

Sent from my iPhone


On Dec 9, 2020, at 7:33 AM, Joe via KRnet  wrote:

I have the same problemJoe.

   -From: "shafferj455js--- via
KRnet"
To: "KRnet"
Cc: shafferj45...@twc.com
Sent: Tuesday December 8 2020 10:42:27PM
Subject: Re: KR> My KR 2 Project Is for sale

I tried again, and it still tells me that " Document not found".

-From: "jl.songbird--- via
KRnet"
To: krnet@list.krnet.org
Cc: "jl.songb...@juno.com"
Sent: Tuesday December 8 2020 9:06:22PM
Subject: Re: KR> My KR 2 Project Is for sale

John. I works for me. Click the link and then click Pictures and
Videos.
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Re: KR> Sport aviation article

[Chris Kinnaman via KRnet]

Well done, Larry! I hope they follow up on your suggestion.

Chris K


On 11/25/2020 4:54 PM, Flesner via KRnet wrote:


I received my "on-line" copy of Sport Aviation today and briefly read 
part of an article titled "Revolutionary Homebuilts".  I was 
disappointed to again find the KR  a forgotten fact of history.  I 
immediately posted a letter to the editor as I have copied below.


Larry Flesner


To the Editor,

Glancing through the latest on-line issue of Sport Aviation I stopped 
to read a portion of the "Landmark Homebuilts" article.  I soon 
realized that the lowly KR series was again the forgotten stepchild in 
homebuilt aviation.  On page 81 Burt Rutan is credited with 
"revolutionary thinking" when using surfboard technology of "foam and 
fiberglass construction".  While Mr. Rutan is probably one of the most 
"revolutionary designers" in the homebuilt arena,  he was not the 
first to use "foam and fiberglass construction".  It seems to be a 
forgotten fact of history that Ken Rand arrived at Oshkosh in 1972 
with the KR 1 and two years later with the KR2, both using foam and 
fiberglass construction. They both predated the VariEze, the KR1 by 
nearly 3 years.  Mr. Rutan didn't introduce composite construction to 
the homebuilt community as stated in the article, Ken Rand and Stu 
Robinson did with the KR design.  I seem to recall that the Lancair 
series aircraft were designed by an early KR2 builder.  I guess it's 
not too far out of line to say that everything "plastic" flying today 
is simply a branch of the KR family tree.  It would be nice if Sport 
Aviation could do an article on the KR aircraft and get with the First 
Lady of the KR community, Jeanette Rand to capture the history of the 
design before it is lost.


Larry Flesner

EAA member 356226

KR builder and flyer


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Re: KR> tired of the mask/ back to the airport

[Chris Kinnaman via KRnet]

Thanks, Larry. Nice one! That about covers it.

Chris K


On 9/26/2020 6:26 AM, Flesner via KRnet wrote:


*COVID 19*

This bug I hear that’s floating round

Makes some folks sick, takes other down

When I approach I often hear

I’m sorry sir don’t get too near

Please keep your distance I am told

Don’t get too close don’t get too bold

Please note the marks upon the floor

That gives you spacing here to door

Now we must keep a proper space

And move about with covered face

So we don’t make our granny ill

There is no cure, there is no pill

Now plastic hangs in every place

That shields me from your smiling face

I guess you’re smiling through that mask

To know for sure I’ll have to ask

We move around from place to place

We’re asked don’t touch, don’t leave a trace

We wash our hands so we stay clean

It’s everywhere but never seen

In spite of all the world turns round

And I can only set and frown

And wish for times that used to be

Before this bug was chasing me

© 8/24/2020Larry Flesner, Carterville, Illinois

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Re: KR> KR2 Manual Excerpt

[Chris Kinnaman via KRnet]

In Kevin's case he needs a datum to establish engine mount length, 
therefore his prop flange location is an unknown. Easier to use 
firewall, LE, whatever is already there at this point.


Reading the replies got me thinking - Larry, or anybody else, is your 
engine mounted with the thrustline right down the pipe? Or did you 
incorporate an over-1-deg-down-1-deg TLAR adjustment some people have 
found effective when installing larger, more powerful engines on 
airframes designed for less power? Ex. Junior Ace, Cub/Super Cub, 
Wag-A-Bond, Fly Baby. The reason I ask is this would obviously put the 
prop flange out of plane.


Chris K


On 9/22/2020 1:10 PM, John Bouyea via KRnet wrote:

I KNEW this was going to start a topic discussion bearing on the likes of
nose wheel or tail wheel!
Here's my objection to using a prop flange or any other non-airframe
structural element; what happens when you CHANGE the whatever-it-is?
Make the engine mount longer, change your prop flange, use a different
spinner back plate and all your measurements go out the window.
Use the wing LE, the firewall or some other airframe structure and it never
moves.
End of my campaign...
Bou

-Original Message-
Subject: Re: KR> KR2 Manual Excerpt
Larry Flesner wrote:
  >>  I would suggest some distance from the main gear
contact point (the axle) out ahead of any point of the aircraft.  That
makes all numbers positive.  <<

Then Langford wrote:
the main problem I see is that you're trying to measure with accuracy to
a point that you can't hang a tape measure on.  As long as you pick the
farthest forward "hard" point that's not going to change (like the front
face of the prop hub), you can then mount an aluminum angle or other
straightedge to it, rotate it to positioin it logitudinally aligned with
what you're measuring to, hang your tape measure end on it, and stretch
the tape until you nail the distance.  Result, one simple directly
measured number gets written down.





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Re: KR> sound and performance check

[Chris Kinnaman via KRnet]

Congratulations Stef, we've enjoyed following your progress!


On 8/21/2020 2:45 AM, Stef den Boer via KRnet wrote:

Hi guys,





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Re: KR> Roller bearings

[Chris Kinnaman via KRnet]

4 stroke Kawasakis of that era had roller cranks. I never had any 4 
strokes of other mfrs apart in that time frame, but my 2 stroke Kawis 
and Yamahas certainly had rollers. My plain-bearing Kawasaki and Suzuki 
4 strokes of the early & mid 80s were equally bulletproof even when run 
a number of seasons of endurance racing, never had a lubrication system 
issue though they were run far harder than any street bikes. The problem 
with rollers was that they could tighten up when they got hot and power 
was lost overcoming the internal friction. The engines could be built to 
tighter tolerances and would produce more consistent power over longer 
periods of time with pressure-fed plain bearings. That's why the bike 
mfrs changed to high(er) pressure oil pumps and plain bearings. This was 
before the switch to liquid cooling. I believe the same principles, for 
the same reasons, were applied years earlier by Continental, Lycoming, 
and Franklin in the design of their aircooled engines for light aircraft.



On 8/12/2020 4:12 PM, Mike Stirewalt via KRnet wrote:

This isn't relevant to anything but I'll test the group's patience anyway
. . .

Over the last 25 years I've had two Suzuki GS-850G motorcycles.  The
first one, a '79, eventually blew a head gasket at 75+ thousand miles and
I've kept it for a parts bike.  The second one, an '82, is my daily
driver.  Born in the heyday of the 750's (Honda's, Kawasaki's, Suzuki's,
etc.), that is in the mid-70's and on into the 80's, these four-in-line
engines took the motorcycle world by storm and of them all, Suzuki's
design has proven to be the most  resiliant . . . the most "bulletproof"
- a conclusion arrived at by those bike journalist/historians who
periodically write articles on this subject.  One reason (I've repeatedly
read) for the Suzuki's durability is due to their use of rollar bearings
on the crankshaft.  I don't know enough about what the other companies
used back when these Suzuki engines were new, but I'm assuming they used
plain bearings.  Could be wrong.  What I can say for sure is these
Suzuki's of that era have proven (in my limited experience) to be the
most reliable machines ever built.  A conscientious owner would of course
pay attention to oil and filter changes, valve adjustments, transmission
and final drive fluid replacement, etc. but the amazing thing about these
Suzuki's of that era (and perhaps since, I've no idea) seem to soldier on
whether any attention is given to maintenance or not.  They seem to be,
if not the most foolproof mechanical devices ever invented, certainly up
near the top of the list.  Using roller bearings to sustain the
crankshaft in these bikes seems to have been perhaps the most critical
design factor in their longevity.   Bike fundis much more experienced
than I have made this observation over the years so, based on my many
years of hands-on experience with these utterly reliable bikes, I can't
but agree.  The fact that knowledgable people found it relevant to make
this distinction re the Suzuki crankshafts, makes me think the other bike
makers _didn't_ use roller bearings.

If Harleys use roller bearings on their cranks, I finally have something
good to say about Harleys!

Mike
KSEE
   



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Re: KR> Roller Cranks?

[Chris Kinnaman via KRnet]

Losing oil pressure is bad right away in a plain bearing engine, 
sometimes not so in a roller bearing engine. 4 stroke roller cranks can 
run for a remarkably long time after losing oil pressure, though 
sometimes they don't. You can't count on it.



On 8/11/2020 2:52 PM, Flesner via KRnet wrote:

On 8/11/2020 3:12 PM, Chris Kinnaman via KRnet wrote:
Kawasaki went to plain bearings on their 4 strokes after that due to 
the greatly reduced internal friction and reduced rotating mass, 
which would seem to be the advantage exploited by (most of?) the 
airplane engine folks so many years before.


+++ 



I'm not an engine guru but I was wondering why you would want roller 
bearings, which I assume would be much more expensive and, as you 
stated, less adventurous. then plain bearings.  The "plain" bearings 
in my 0-200 went 2400 hours and 40 years and would have gone another 
500 hours easy if I had left them alone.  They left not a single mark 
on my crank anywhere and my crank measured very usable by two 
different shops, better than minimum service limits and nothing out of 
round.  I let no one touch it to screw it up and reassembled using new 
bearings.  I'm guessing it will perform longer than I will.


Larry Flesner


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Re: KR> Roller Cranks?

[Chris Kinnaman via KRnet]

2 strokes, of course, but I guess I should have stated 4 strokes. The 
last 4 stroke roller bearing crank I saw was a 1978 or 79 Kawasaki 
KZ1000. We welded a blob across a point on the inside edge of the throws 
and outside edge of the pins to resist the throws from twisting - which 
happened on the drag engines but was probably unneeded "insurance" on 
the road race engines. Kawasaki went to plain bearings on their 4 
strokes after that due to the greatly reduced internal friction and 
reduced rotating mass, which would seem to be the advantage exploited by 
(most of?) the airplane engine folks so many years before.



On 8/11/2020 1:43 PM, Mark Langford via KRnet wrote:

 Chris Kinnaman wrote:

> It would be
> interesting to find out - Anybody on the list know of any A/C 
engines in

> common use with roller cranks?

Hirth aircraft engines (at least some of the two stroke engines) use 
roller cranks.  We developed a new version of one of them for a US 
military contract 15 years ago, and I made a trip to their factory in 
Germany to see the factory, including crank assembly with a giant 
press.  Not sure you could say "in common use" though.


Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL


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Re: KR> Diehl Nose Gear

[Chris Kinnaman via KRnet]

Ken - My Rotec R3600 has roller crank bearings as most radial engines 
do, but I can't think of any horizontally opposed aircraft engines 
including VW-based designs that do not have plain bearings. It would be 
interesting to find out - Anybody on the list know of any A/C engines in 
common use with roller cranks?


Thanks

Chris


On 8/11/2020 10:34 AM, Ken Henderson via KRnet wrote:

I do find that bikes have a lot in common with aircraft, one case being the
complete roller bearing crankshaft assembly present in Harley-Davidson
motorcycles of any year since the 20's at least.



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Re: KR> Uavionics

[Chris Kinnaman via KRnet]

IMHO because you are stating your opinion as an actual buyer of one of 
their products, nothing in your email is out of line, and all valid points.


Chris K


On 6/28/2020 6:58 AM, Flesner via KRnet wrote:


I woke up this morning still "ticked" about Uavionics jacking up the 
price on their tail light unit $500 and was motivated to send them the 
following e-mail.  What should have been a 30 minute install cost me 
one day already and will cost me the better part of a second.  Just 
getting old a grumpy



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Re: KR> Electric

[Chris Kinnaman via KRnet]

Electric power is a subject I have been researching ever since I saw 
Mark Beierle's electric Thunder Gull at OSH many years ago. However my 
interest was in a self-launching glider. Re: Tristan's post excerpt 
below - I already have an ultra-efficient airframe, a kitbuilt Albastar 
Apis WR.




It's a 13.5 meter span glass glider with realistic, verifiable 38:1 
glide performance due to its low weight.




Albastar is a composite mfr who does contract work for some of the 
well-known German glider mfrs, and after a time began to design their 
own aircraft. They sold the Apis intellectual property and name some 
time ago, and it ended up in the hands of Pipistrel - who have just got 
EASA cert on their Velis design etc as noted by Mike in his post below.


https://www.pipistrel-usa.com/apis/

Pipistrel sold the Apis as a motorglider with a typical retractable 
2-stroke engine on a mast. Originally it was available as a pure glider 
as well. According to Pipistrel's website the Apis is now out of 
production, which is news to me since the last time I looked at their 
site a few months ago.


Albastar is not out of the picture just yet. They have their own glider 
in production called the Albastar AS, available in 13.5 m and 15 m span.


https://www.gliders-albastar.com/as-135-m/

The pics reveal the fuselage to be almost identical to the Apis with the 
addition of a retractable mainwheel. The interesting feature is the FES 
Front Engine Sustainer powerplant. This is a smallish outrunner electric 
motor similar in size, weight, and output to what would be a largish 
powerplant for giant-scale model aircraft. The motor is mounted in the 
nose and as seen in their pics, it turns a small-diameter prop with 
blades which fold back against the fuselage when not running. This 
system is available on a number of gliders sold in Europe at this time.


http://front-electric-sustainer.com/

It's called a "sustainer" because when installed on a large, heavy or 
2-place glider, it can be used to maintain altitude in no-lift 
conditions and save landing out. In a smaller, much lighter glider like 
the Apis, the system has enough thrust and duration to launch from a 
dead stop on the runway. An Apis would require far, far less thrust than 
a Zero powerplant can generate. And once I'm at altitude I turn it off 
and fly for a couple of hours with batteries running instruments and 
radio only. I'm content letting someone else's R&D serve my purposes 
since my application is almost exact as Albastar's AS so I contacted FES 
about installing a system on my Apis. On the following link they explain 
that they don't really sell kits or components to DIY the job, and I 
understand why. A bulkhead for the motor/prop needs to be installed and 
strength calcs for this and the battery trays and W&B need to be done in 
a way that takes them off the hook for the engineering aspect of the 
retrofit.


http://front-electric-sustainer.com/sailplanes.php

They replied they could install a FES in my glider if I shipped it to 
Slovenia so they could control all aspects of the installation. Cost 
would be around $16000 USD, not including shipping, and turnaround time 
would be 90 - 120 days or longer depending on their workload and schedule.


$16k is more than I have in the glider. By rough calc, $16k could pay 
for 4+ years of tows to 2000' AGL considering my flying habits.


FES - the business - is located in Slovenia, as is Albastar, as is 
Pipistrel. I believe they all test at Lesce Bled airfield, where the pic 
of the Apis hoisted by the three guys was taken. The area has an 
aerospace brain trust that is quite mobile much like Wichita in the 60s 
and 70s - familar faces repeatedly encountering familiar faces as they 
move around from employer to employer. People at Pipistrel with whom I 
have interacted have a pragmatic and enthusiastic approach which makes 
me think they are definitely on an upward trajectory. What I DO NOT get 
from them is the pressure one feels from many of the e-acolytes in the 
US that everybody running IC power MUST change their ways if they want 
to be hip, or want to avoid being sent to gulag.


My $.02 and YMMV...

Chris K





On 6/14/2020 12:19 PM, Tris Hotmail via KRnet wrote:

I have done all the groundwork for this exercise with a Rutan Quickie (Q1) and 
have the aircraft and the electric powertrain donor in my hangar.


On Jun 14, 2020, at 12:54 AM, Gary Sack via KRnet  wrote:

I will go one further and offer 81JM as a test bed to anyone who can put
together a credible plan to electrify her. She is currently flying with all
basic instruments working.

On Thu, Jun 11, 2020, 11:36 Mike Stirewalt via KRnet 
wrote:


Someone in the initial thinking/designing phase of a KR project might
consider using electric power instead of our tried and true engines.
Pipestrel just got their trainer approved by EASA and the FAA can't be
far behind.



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Re: KR> Test

[Chris Kinnaman via KRnet]

My guess is it's something that can be configured individually in 
whatever program we are using to receive & display emails.


Chris K


On 6/5/2020 3:15 PM, Chris Kinnaman via KRnet wrote:

My email client shows "Randall Smith via KRnet" in the "From" column.

Chris K


On 6/5/2020 2:50 PM, Mark Jones via KRnet wrote:

Yours don’t

Mark Jones
Oldsmar, Fl

N771MJ  “WunderBird”
www.flykr2s.com
flyk...@gmail.com



On Jun 5, 2020, at 4:30 PM, Randall Smith via KRnet 
 wrote:


Every post that I looked at here has a name.

Sent from my iPhone





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Re: KR> Test

[Chris Kinnaman via KRnet]

My email client shows "Randall Smith via KRnet" in the "From" column.

Chris K


On 6/5/2020 2:50 PM, Mark Jones via KRnet wrote:

Yours don’t

Mark Jones
Oldsmar, Fl

N771MJ  “WunderBird”
www.flykr2s.com
flyk...@gmail.com




On Jun 5, 2020, at 4:30 PM, Randall Smith via KRnet  
wrote:

Every post that I looked at here has a name.

Sent from my iPhone





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Re: KR> Test

[Chris Kinnaman via KRnet]

Maybe. Thanks for replying.

Chris K


On 6/4/2020 8:46 PM, Dr. Feng Hsu wrote:
Maybe folks have spent too much time watching what's going on in the 
big cities here in the US, instead of enjoy flying or building KR2s, 
perhaps?!


Dr. Hsu
N2830V

On Thu, Jun 4, 2020, 9:38 PM Chris Kinnaman via KRnet 
mailto:krnet@list.krnet.org>> wrote:



Have not seen anything posted for a few days. Is it my email or are
things just quiet?
Thanks
Chris K

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KR> Test

[Chris Kinnaman via KRnet]

Have not seen anything posted for a few days. Is it my email or are 
things just quiet?

Thanks
Chris K

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Re: KR> Anyone used "Well Nuts" for their dash ?

[Chris Kinnaman via KRnet]

Then there are some vintage gliders with little vibrator gadgets mounted 
to the backside of the panel so the gauge needles don't get stiction'ed 
in place. So an engine turns out to be useful for more than the obvious.


Chris K

On 5/7/2020 2:08 PM, Marc Baca via KRnet wrote:

Out of curiosity has anyone used "well nuts" to mount an instrument dash.  I 
was taking apart the headlight assembly on my motorcycle and discovered that the assembly 
is held to the bike by well nuts.   They are reminiscent of the rubber mounts on my 
Cessna's instrument dash to reduce the vibration on the instruments.   Below is a link.
https://www.ebay.com/itm/Motor-10PCS-Windshield-Windscreen-Kit-Red-M5-5mm-Bolts-Rubber-Well-Nuts-Washers/332364856191?hash=item4d627d3b7f:g:P7YAAOSwHZdbLg6B


Marc BacaKR-2 N13UGChino, CA




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Re: KR> MPH v Kts - might as well throw metric in the mix!

[Chris Kinnaman via KRnet]

Responding to Mark & Larry -


On 4/29/2020 7:24 AM, Mark Langford via KRnet wrote:

Phil Matheson wrote:

> Please do not take this personally
> But WHY does the USA still use mph. In aviation

 and new km "mile markers" on the Interstates, but there was a very 
negative response that eventually killed it in the early 80's.
In my home state, the signs showing distance to exits and towns were 
changed to show ONLY metric data. The backlash in that state was based 
on the reluctance to recalibrate speedometers and odometers in older 
cars etc, and the legislature admitted their do-gooding was an overreach.
  What a crying shame that we are still screwing around with these 
ridiculous tape measures that are marked in 1/32" increments. It's 
insanity. That's why I use metric tape measures, scales, or calipers, 
when I want to measure something with real accuracy.
I have meter sticks, tapes, etc that I bought when restoring European 
gliders. The numbers on the prints are the same as the sticks, what 
could be simpler? But all my essential high precision measuring tools, 
and I mean all of them, are calibrated in decimal inches.


We haven't talked about "slugs" yetif you want to see my brain 
explode.
Larry - it appears we have some common friends. It was that "character" 
thing that gave it away...


Chris K


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Re: KR> MPH v Kts

[Chris Kinnaman via KRnet]

I've been told by a Civilian Pilot Training instructor that, until WWII, 
most airplanes, light and heavy, had airspeeds displayed in mph. 
Apparently the military wanted AI displays in kts. Following WWII, all 
the prewar airplanes came out of storage still equipped with mph gauges, 
and off-the-shelf old stock mph AIs were installed in the postwar 
boom/bust airplanes. The CAA, not being the FAA yet, never issued an 
edict from On High mandating everyone change their AIs. Those were 
different times, I guess. But ever since, we have had the choice.



On 4/28/2020 10:02 PM, Phillip Matheson via KRnet wrote:

Please do not take this personally
But WHY does the USA still use mph. In aviation
Is it universal in USA.
Phil
Australia
Sent from my iPhone

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Re: KR> C-19. God bless America

[Chris Kinnaman via KRnet]

Thank you, Phil. The whole Covid-19 thing seemed almost unbelieveable 
until my lady friend's sister and cousin, both residents of New York 
City, were diagnosed with it. After about 3 weeks of serious symptoms, 
both are now recovering and doing well. I believe we're being watched 
over but we have to do our part as well. Please, everybody, do whatever 
you can to stay safe and stay healthy during these uncertain times.


Chris K


On 4/12/2020 3:19 PM, Phillip Matheson via KRnet wrote:

We in Australia are thinking of you all. The devastation of the coronavirus is 
effecting everyone, but you guys are really taking a bartering. Please be safe. 
My best wishes and love to you all

What every your beliefs I hope someone is watching over you all
Phil Matheson
Australia

Sent from my iPhone

Sent from my iPhone

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Re: KR> 50th anniversary

[Chris Kinnaman via KRnet]

Contact Charlie Becker at EAA and he will be glad to address it. A 
two-year head start should make it happen smoothly.


Chris K


On 4/2/2020 6:00 PM, Flesner via KRnet wrote:



 



How can we insure that the KR gets recognition in 2022 for it's 50th 
anniversary?  It was the first to use foam and composite construction, 
ahead of the Rutan designs.  It seem like the KR has always been the 
kid in the closet.


We need to insure that anyone we know that works at EAA is pulling for 
the KR.


Larry Flesner


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Re: KR> Dan Diehl's comment to Lee

[Chris Kinnaman via KRnet]

I think you reversed the usage of the terms, Jeff. Angle of incidence is 
built into the airplane and angle of attack is a variable, as you say, 
per airspeed & density, that refers to the wing related to the relative 
wind. What you describe happens with gliders at high altitudes as well, 
with no consideration of power. Due to low air density, to maintain an 
indicated airspeed the nose must be higher than at lower altitudes to 
increase the wing's angle of attack, to get the appropriate amount of 
lift in the thinner air. Flying higher and higher, things become more 
and more like slow flight.




On 3/16/2020 9:12 PM, Jeff Scott via KRnet wrote:

John, your statement is correct.

Cruising at higher altitudes usually creates a situation where you are flying 
at a higher Angle of Incidence.  Pilots often times incorrectly interpret the 
higher deck angle as AOA rather than AOI.  The higher angle of incidence is not 
created by altitude itself, but is created by the lower amount of power 
available from a normally aspirated engine at a higher altitude for a given 
throttle setting and thus typically leaves you flying at a lower indicated 
airspeed.  The lower indicated airspeed creates a higher angle of incidence for 
a given throttle setting at higher altitudes.  It's a more complicated way of 
saying that at higher altitudes, the nose is usually a bit higher than while 
flying at lower altitudes.  People take that basic truth for flying behind 
normally aspirated engines, then apply the wrong term by interpreting it as AOA 
rather than AOI.

That should make it about as clear as mud.  :o)

-Jeff Scott
Arkansas Ozarks


Sent: Monday, March 16, 2020 at 9:39 PM
From: "John Martindale via KRnet" 
To: 'KRnet' 
Cc: "John Martindale" 
Subject: Re: KR> Dan Diehl's comment to Lee

"cruising at higher altitudes lowers the AofA for a given indicated
airspeed".

I think the above statement is incorrect.

The weight of an aircraft and lift required to support it does not change
with altitude. Lift is proportional to airspeed, AoA, density and wing
designthe basic lift formula we are taught as students.

Therefore for a "given airspeed" and weight and wing design that we cannot
alter in flight, as density decreases with altitude, AoA must be increased
up until the aircraft ceiling is reached when the AoA reaches the stall
angle.

It is only if power is increased to increase the given speed that the AoA
can be reduced.

Pleased to be corrected.

John


John Martindale
Unit 39
40 Solitary Islands Way
Sapphire Beach NSW 2450
Australia

m:0403 432179
email:john_martind...@bigpond.com

snip

Just thinking out loud here . . . but if angle of attack decreases with an
increase of indicated airspeed, and also with a decrease in air density . .
.  cruising at higher altitudes lowers the AofA for a given indicated
airspeed,

snip.


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Re: KR> Glide Ratio

[Chris Kinnaman via KRnet]

When were these messages from Mike S. re: glide ratio and replies posted 
to the list? I didn't see any of them and they did not end up in my spam 
folder.


Chris K.


On 3/16/2020 2:03 PM, Mike Stirewalt via KRnet wrote:



"That math works out to a 60:1 glide ratio . . ."

Thanks to those who corrected my careless math.  From 13K ASL an
optimistic glide ratio of 13:1 renders a ballpark range of 30 miles, not
150.  Still, there's few places in the U.S. that 30 miles doesn't put one
within range of an airstrip or, at the very least, a straight stretch of
road.

It just occurred to me that climate change will negatively affect our
ability to glide as far as we once were able to.  Sea level rise . . . .

Mike
KSEE
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Re: KR> RAF-48

[Chris Kinnaman via KRnet]

Mike,

Not correcting your theory or practice of low-drag flying, just the 
Spitfire airfoil part. Spitfires had a NACA 2213 airfoil at the root, 
tapering to 9% (2209) near the tip and washed out to keep the elliptical 
planform from stalling all at once across the span.


Chris K.


On 3/13/2020 9:51 PM, Mike Stirewalt via KRnet wrote:

Jeff said,

"While many seem to poo-poo the RAF-48 airfoil, mostly for it's unknown
data points, it is a gentle airfoil with plenty of warning for stalls."

That's certainly been my experience.  Maybe it's just an OWT but I read
or heard many years ago that it's the same airfoil as the Spitfire.
That's probably a meaningless statement since there were several Mk
Spitfire designs and could easily have had different airfoils . . .



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Re: KR> AS5046 wings on RAF48 inner stub wing?

[Chris Kinnaman via KRnet]

Many aircraft are designed with different airfoils across the span of 
the wings. First step might be to make a template of the innermost rib 
of the AS5046 wing and see how it matches up to the outermost RAF48 rib 
on the center section, chord line to chord line. A fence of some type 
may be necessary if the surfaces don't line up too well (Hint: They do 
not.). Another point of concern might be tailplane incidence which may 
need to be adjusted after flight testing. Unless someone has tried it 
and can report results, it's likely you will find all the numbers 
reported on cruise speeds, stall speeds, etc at comparable weights & 
power will not apply to this new wing configuration.


Chris K


On 3/13/2020 7:51 AM, Samuel Spanovich via KRnet wrote:

I am curious if this is even possible, let alone a good idea. I’ve heard 
nothing but good things about the new airfoil wings, and certainly wouldn’t 
mind having them on my existing KR, however I am curious if they can be ran 
without modifying the inner stub wing utilizing the RAF48 airfoil.  So 
essentially having two different airfoils on the aircraft.




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Re: KR> Fwd:

[Chris Kinnaman via KRnet]

Phil - Some folks in EAA Chapter 179 (ABQ) do not know him, but that 
does not automatically make him a scammer. As he says, he's new to 
general aviation and may be unaware of the local chapter or of EAA. I 
suppose it would be wise to proceed with caution, if at all.


Chris K


On 1/29/2020 5:02 AM, Chris Kinnaman via KRnet wrote:
Phil - There is a Dr Feng Hsu working at Kirtland AFB. I can ask 
around to see if anyone knows him.


Chris K


On 1/29/2020 2:21 AM, Phillip Matheson via KRnet wrote:

got this email. Does anyone know him?
It just doesn’t feel right. or am I just being too cautious
Phil.




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Re: KR> Fwd:

[Chris Kinnaman via KRnet]

Phil - There is a Dr Feng Hsu working at Kirtland AFB. I can ask around 
to see if anyone knows him.


Chris K


On 1/29/2020 2:21 AM, Phillip Matheson via KRnet wrote:

got this email. Does anyone know him?
It just doesn’t feel right. or am I just being too cautious
Phil.

Sent from my iPhone

Begin forwarded message:


From: "Dr. Feng Hsu" 
Date: 28 January 2020 at 18:21:12 AEDT
To: phillipmathe...@bigpond.com
Reply-To: fenghs...@gmail.com


Dear sir,

I am glad that I just found your website from the internet! I am about to buy a 
partially finished KR2 project from California... I have been hesitating about 
whether or not I should go ahead to buy it, however my confidence level has 
been boosted after the discovery of your website!

The trouble I have is that the original builder has passed away right before he 
completed the project, and the KR2 with a new VW 2100D engine has been stored 
in the garage for nearly 15 years in CA

Do you have KR2 blue prints or avionics & electrical schematics? If you didn't 
have them, then how can you finish the project and to make sure that the original 
builder did everything correctly? Especially when comes to airframe and surface 
control reliability and safety?!

I am a space system engineer worked for NASA for many years, however I am new 
to the general aviation field, much less to know anything about homebuild 
aircraft area... So, I hope to hear from you and any assistance will be greatly 
appreciated!

Kindly,

Dr. Hsu
Space & Missile System Center
KAFB, Albuquerque, NM
Cell: 713 513 0423
fenghs...@gmail.com

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Re: KR> Speed Increase - Wheel Pants, Fairings & Clean Plane

[Chris Kinnaman via KRnet]

I don't know, you're probably right at the threshold of invoking the law 
of diminishing returns. I thought it was a pretty impressive result.



On 9/24/2019 4:50 PM, Samuel Spanovich via KRnet wrote:

Haha, I guess when you put it like that it doesn’t sound that impressive.

Sent from my iPhone
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Re: KR> Speed Increase - Wheel Pants, Fairings & Clean Plane

[Chris Kinnaman via KRnet]

Thanks for posting, Sam. That's about 1% improvement per hour of work.

Chris K


On 9/24/2019 3:23 PM, Samuel Spanovich via KRnet wrote:

We’re all looking for more speed, right?  Well, below are my results regarding 
my speed increase from home-made wheel fairings and also a little bit of elbow 
grease.


Pants ~ 3 knots
Fairings ~ 1-2 knots
Cleaning ~ 3 knots.

If nothing else, I was a little pumped today when I went out flying, and 
noticed just how much faster I was cruising, encouraging me to post on here.

Thanks for reading!

Sam
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Re: KR> Completions

[Chris Kinnaman via KRnet]

Congratulations, Roger!

Chris K


On 7/27/2019 5:40 PM, Bernie W via KRnet wrote:

The awards for aircraft Homebuilder were just handed out here at 
Oshkosh for 2019 and Roger Baalman just won a Bronze Lindy Champion Plans Built 
for 2019 with his KR2S congratulations !BernieLusby MD

   



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Re: KR> Flight experiance

[Chris Kinnaman via KRnet]

Congratulations Stef!

Chris K


On 7/23/2019 9:02 AM, Stef den Boer via KRnet wrote:

Last week i took our kr2 for the first time alone for a long ride.





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Re: KR> cover material

[Chris Kinnaman via KRnet]

As a Wisconsin boy transplanted to New Mexico, I pictured the same thing 
- a KR with a formfitting red-and-white checkered canopy cover. For a 
split second I wondered if it would look better with the squares 
oriented fore-and-aft or diagonally. Maybe a chianti bottle/candlestick 
to keep it from blowing off. Well, Oscar, I guess great(?) minds think 
alike.


Chris K

On 7/2/2019 11:34 PM, Oscar Zuniga via KRnet wrote:

Rick wrote-


I used a table pad that goes under a table cloth
Felt type backing and a vinyl top

As one Texan (me) to another (Rick), I hope I can say this without fear of getting 
something thrown at me, but when I read that, I pictured the perfect redneck KR canopy 
cover... red and white checkerboard table cover from Walmart ;o)  That's what I call 
"country class".




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Re: KR> N886MJ writeup for NTSB

[Chris Kinnaman via KRnet]

Hello Craig,

Glad you're relatively OK in the aftermath, and that you were able to 
write & share this report with us on the list instead of having to read 
the work of some investigator. Sometimes airplanes can be repaired to 
fly again but sometimes people, well, not so much.


Chris K


On 5/28/2019 6:42 AM, Craig Williams via KRnet wrote:

1550:  Aircraft departed KFEP RWY 6 after normal preflight and runup as per 
aircraft checklist.
1551:  Climbout was normal to 2200 ft MSL.  Flight proceeded direct to C77 
(Poplar Grove)






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Re: KR> My baby is flying!!!!!

[Chris Kinnaman via KRnet]

Congratulations, Stef! Looking good!

Chris K


On 5/3/2019 10:57 AM, Stef den Boer via KRnet wrote:

Hi my Friend,

I can tell you that the KR family is grown.


https://www.youtube.com/watch?v=AHS0Dk9EVno&feature=em-lsp





Steph and his dad are building the KR-2S see 
http://www.masttotaalconcept.nl/kr2 http://www.masttotaalconcept.nl/kr2
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Re: KR> Stick & Rudder

[Chris Kinnaman via KRnet]

Parley mentions "(G)round effect" - the often-experienced phenomenon 
resulting from the downward deflection of airflow over a wing. 
Downward-deflected airflow does happen and in this case it can have 
significant effect on our landing technique.


Aerodynamicists use both surfaces of an airfoil to get what they want. 
This is seen on the "New" AS50** airfoils designed for the KR-2. As we 
know, these are laminar flow airfoils intended to generate less drag 
than the older airfoil, and the way it is achieved is by maximizing the 
"laminar run" over the forward portion of the airfoil. The air is not 
accelerated much, not asked to do too much too soon, keeping its local 
pressure as high as possible for as long as possible over the surface of 
the wing. If the velocity increases beyond a certain point, the pressure 
drop makes the flow more likely to "trip" to turbulent resulting in 
increased drag. So this means that the forward part of the airfoil is 
not generating much lift at all. Most of it happens in the aft portion 
of the airfoil, past where it starts to thin, my eyeball guesstimate is 
from about the 45% point aft. If you follow the top surface, it drops 
away around the 60%-65% point, and then rises again at about 85%. I 
suspect that is for pressure recovery, which results in less drag  than 
if the surface followed a more parabolic curve. The bottom surface has a 
cusp that intersects the chord line at about 95% and then diverges 
again, below the chord line. That's where the airflow along the bottom 
surface is deflected downward, and where much of the lift created by the 
airfoil's bottom surface comes from. And Ashok is an aerodynamicist - 
shouldn't he know better about that bottom surface business? That's a 
joke. My point is that all the stuff we have discussed is always in play 
when an airplane is flying, and to try to separate or rank certain 
characteristics, or components such as one airfoil surface over the 
other, is not always simple. My $.02.


Many gliders have airfoils that look similar to the AS50** airfoils, and 
the intention is that they work the same way. They exhibit low drag at 
higher speeds and good lift at low speeds, relatively high pitching 
moments due to the center of lift well back from the 25% chord, and 
sometimes stiff aileron feel due to them being aerodynamically loaded on 
the bottom surface at all airspeeds. I'd be interested to hear from 
anybody in the KR community who has flown new and old airfoils on the 
same fuselage or new and old on airplanes with similar powerplants & 
weights re: difference in aileron feel.


Chris K



On 4/23/2019 8:58 AM, Parley T Byington via KRnet wrote:

For all those who do NOT believe in the Bernoulli theory, I would suggest you 
try this simple experiment:  take an ordinary teaspoon and dangle it from the 
handle so that the curved surface just comes in contact with a stream of 
running water and watch what happens.  Yes water is much more dense than air 
but the principle is the same with a airfoil.  The difference is that the 
median that it is traveling through, air versus water, is much thinner and 
therefor has to be moving faster to achieve the equivalent force.

Yes there is some lift created due to the angle of incidence and the resulting 
downward deflection (this is one of the causes of what is called “ ROUND 
EFFECT”) of air produced due to the forward movement of said airfoil through 
that median BUT the vast majority of the lift created is due to the 
differential in air pressure that is created due to Bernoulli’s theory.




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Re: KR> Mr. Langeschwische's book

[Chris Kinnaman via KRnet]

The first critic's assertion about humongous airspeed and 45 deg angles 
does not follow from anything actually found in the book. An attempt at 
assigning a fallacy to the author for which there can be no defense. The 
critic forgot to include "See how smart I am?"


$.02

Chris K


On 4/21/2019 7:50 AM, Flesner via KRnet wrote:


After our recent discussion on wing lift theory I went looking for a 
source to buy the book.  When researching a product to buy, with all 
the sources of information we have now days, I generally pass over the 
5 star reviews that say the product is as good as I would expect it to 
be.  Instead, I go to the one, two, and three star reviews to see what 
problems there are with the product. Below are a couple of examples of 
what I found.


++

"is book is entertaining in many ways: like, if you consider some of 
the olde-worlde wisdom quaintly phrased, and the author's convictions, 
sometimes quite erroneous, confidently stated.


It is somewhat useful, as it does give some solid pointers about what 
to look out for (avoid) and what to do (technique) and what common 
pilot errors are, including some home-grown practical remedies and 
prevention.


When the author is writing based on his experience he is insightful, 
and you will gain a lot from his experience. When the author is trying 
to educate you on theory he evidently does not understand, he is not 
dangerous, but may leave you with the wrong idea about how things fly. 
For example, his vigorous dismissal of the fact that pressure 
differential between top and bottom surfaces wing causes lift, and his 
counter assertion that the wing stays up because it pushes the air 
down, is plain bull. The wings would then need to be at 45 degrees to 
the plane's longitudinal axis, and the airspeed would need to be 
humongous if that were true. Also, such a plane would never stall 
except at low speeds, and would be impossible to stall at high speed :)


The book is cheap. So, as long as you know enough physics to determine 
that the author does not, you will find value in anecdotal and 
experienced wisdom.


And, after all, you will own a classic that has fooled generations of 
pilots into buying it. I did."


+

"Funny, the title is Stick and Rudder and yet the author spends half 
the book complaining that the stick should be restricted to prevent 
dangerous excessive elevator and rudders shouldn't exist because they 
are the major cause of crashes."


+++

If these reviews have any validity at all I'm not sure I want to even 
spend the $2,50 it would cost for an electronic copy.  Am I missing 
something here???


Larry Flesner


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Re: KR> Flaperons

[Chris Kinnaman via KRnet]

Flaperons are ailerons that can both be drooped from typical angle to 
act as flaps while retaining independent (opposite motion) control as 
ailerons. Many gliders have them, and also have the capability of 
reflexing them up at the trailing edge from typical to flatten out the 
airfoil's camber line for lower drag at higher speeds.



On 4/19/2019 10:44 AM, Max Power via KRnet wrote:

You refer to flaperons - is that what the original builder did with the
ailerons? Can the angle of both ailerons be changed together to affect
glide path and drag like flaps?

Chris

I was under the impression that if the craft didn't have flaps  or the
control surface took up the the majority of the wing that the technical
term should be flaperons, I may be incorrect.
I had been mentally designing a way to be able to alter their linkage to
act similar to the conventional flap and that's what led me to my main
question actually. If I figure out that solution with redundancy, you'll be
the third to know after me and the patent office. Thanks

I totally get that some think of this as splitting hairs but I'm not
talking about every Cessna or something the RAF has that was designed by a
team of engineers. If it's a negligible impact I'll understand, if there
has ever been a study on this effect or if it even has a name I don't know
and couldn't locate.
I forget the exact figures but a car with toe-out of .05" has the
equivalent of directly dragging the tire sideways 5 feet over the course of
a mile and in a liquid fluid medium like a boat you notice there's a small
adjustable fin under the anti-cavitation plate, that is to remedy what I
guess you'd call torque steer due to the density being higher at the lower
point of the propellers range of motion, yes that is in a fluid medium 100
times more viscous then air but that's also present at 100 times slower
speeds.
I am aware of the principles of flight, lower pressure over the top of the
wing, lower pressure is also a way of saying vacuum, suction cups create
vacuum but it's not a pinpoint effect,  it's spread over a larger area
that's why I'm calling it residual lift reaching the flaperons. Cessna
flaps are what maybe 15% surface on that wing?  The first notch is what
maybe 2" movement? So what's the effect on a 80% surface of .5"? Again
these are exaggerated numbers.

On Fri, Apr 19, 2019, 10:15 AM Flesner via KRnet 
wrote:


Slop was a poor choice of words, maybe flex describes it better?

+++

It appears you're putting more concern in to this than what problem
exist.  My wings and control system are standard plans built, closed
loop cables / pulleys, bell-cranks/ stick assembly, etc.  There is such
a thing as "build up of tolerances" where the "tolerance" at each
location adds up to an unsatisfactory total. In our situation I think we
can accept "microns" of tolerance.

The primary source of lift on the wing is the low pressure on the top
surface causing the standard atmosphere pressure on the bottom to be
greater.  We call the result "lift".  My ailerons are rigged to match
the cutout in the wing from whence they came.  I can not detect any
change in flight of the ailerons going out of rig due to the lift being
created.  Remove as much "play" from the system as possible, rig the
ailerons correctly, and go fly.

If micron dimensions are a concern, don't go to the airport and wiggle
control surfaces on the Cessna and Piper aircraft on the ramp.  It might
scare the hell out of you.  Concern is good. Unnecessary concern can
keep you grounded.

Larry Flesner


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Re: KR> Flaperons

[Chris Kinnaman via KRnet]

FWIW, Paul Poberezny once told me there were a number of Piper PA-11s 
that came off the assembly line with tailposts inadvertently offset from 
centered location by 1/4". He said "The air never knew the difference." 
Slop, flex, or looseness could make an airplane more prone to develop 
flutter in some conditions and should be addressed, but it's not really 
an effective use of time and effort to try to blueprint out from an 
airplane's rigging any deviation to a degree that is probably 
unreasonable. Would you try to do it with a boat, another vehicle that 
operates in a fluid medium? Just another $.02.


There are any number of valid approaches to the issue of aileron 
rigging. We've heard from Mac that the RAF's method was to rig them to 
droop at rest to take up slack. Back in the day, some models of Wacos 
were rigged with the trailing edge of the ailerons higher than the fixed 
trailing edge of the wing, which effectively reduced the angle of 
incidence at the tips and allowed the ailerons to be very effective well 
into a stall.


You refer to flaperons - is that what the original builder did with the 
ailerons? Can the angle of both ailerons be changed together to affect 
glide path and drag like flaps?


Chris K




On 4/19/2019 8:16 AM, Max Power via KRnet wrote:

Slop was a poor choice of words, maybe flex describes it better?



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Re: KR> awkward question

[Chris Kinnaman via KRnet]

I think many people who are not involved in aviation don't really have a 
starting point to grasp aviation in general and probably even less so 
about homebuilding. Maybe they're trying to frame it in terms that make 
sense to them. It wouldn't surprise me if what's unspoken, but going 
through their heads, is something like "That's not as much as my Harley" 
or "Operating costs are cheaper than my swimming pool." It's an 
opportunity to possibly bring someone in.

Chris K.

On 4/17/2019 8:45 PM, Mike Sylvester via KRnet wrote:

Mildly KR related but every now and then when I'm discussing the KR with a non 
flier, I get the question. How much do you have in it or if you sold it how 
much could you get? This type of questioning just hits a nerve with me and I 
usually just tell them it was cheaper than their Bass Boat. Is it just me or 
does this happen to you ?

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854





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Re: KR> "Video Bob" KR Videos uploaded to YouTube!

[Chris Kinnaman via KRnet]

I watched the excellent 2004 video and looking forward to more. Is Video 
Bob a KR builder?


Chris K


On 3/6/2019 6:34 PM, Mark Langford via KRnet wrote:

KRnetHeads,

Larry Flesner and I had an unexpected pleasure recently, when Video 
Bob contacted us about posting those fantastic KR Gathering videos 
that he made over the years on YouTube. 



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Re: KR> ADS-B

[Chris Kinnaman via KRnet]

On 3/6/2019 8:53 PM, Mike Stirewalt via KRnet wrote:

And besides . . . it's so small.  How can they charge a bunch of money
for something so tiny?



That's what I ask myself every time I see one of those Valentine's Day 
jewelry commercials.


Chris K

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Re: KR> Update on Wunderbird

[Chris Kinnaman via KRnet]

Sweet! Nice work, Mark.

Chris K


On 3/5/2019 8:09 AM, mark jones via KRnet wrote:

Hello All,
Follow this link and you can see what I have done so far since my last
update a few months ago. Scroll down to the bottom and see the new photos I
have posted.
http://flykr2s.com/WunderBird.html

Mark Jones (N771MJ)
Oldsmar, FL

flyk...@gmail.com
www.flykr2s.com




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Re: KR> Air Facts

[Chris Kinnaman via KRnet]

Finally got a chance to watch your vid, Larry. Great job promoting 
aviation and homebuilding in particular!


Chris K


On 2/24/2019 8:21 AM, Flesner via KRnet wrote:


Speaking of links, the segment I did on "experimental aircraft" with 
the local PBS station is now on Youtube. 
https://www.youtube.com/watch?v=-Xi_ANmM0fc  1652 views so far.


Larry Flesner



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Re: KR> Air Facts

[Chris Kinnaman via KRnet]

This is the direct link to the article:


https://airfactsjournal.com/2019/02/a-trip-to-mexico-in-the-best-of-the-worst-airplanes-ends-in-a-costly-fiasco/?trk_msg=3U3DODR7MN04RC2NR3F5S2R2TK&trk_contact=H00PCGE2CO13CI5PF5JA651G1O&trk_sid=E9TKLBI7SUOS34L473ILD7K6BK&utm_source=Listrak&utm_medium=Email&utm_term=READ+MORE&utm_campaign=F19023A&utm_content=New+Issue+-+February+24%2c+2019


On 2/24/2019 8:21 AM, Flesner via KRnet wrote:




I got the latest posting of Air Facts this morning and the current 
issue includes a story by our own Mike Stirewalt. Well done, Mike!


++ 



Could you give us a link to the article?

Speaking of links, the segment I did on "experimental aircraft" with 
the local PBS station is now on Youtube. 
https://www.youtube.com/watch?v=-Xi_ANmM0fc  1652 views so far.


Larry Flesner



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KR> Air Facts

[Chris Kinnaman via KRnet]

Hello Listers,
I got the latest posting of Air Facts this morning and the current issue 
includes a story by our own Mike Stirewalt. Well done, Mike! Excellent 
account of one of those flights that culminate in one of those moments 
-  which could require a change of underwear. Check it out, everybody!

Chris K


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Re: KR> In-ear headset

[Chris Kinnaman via KRnet]

Everybody I know who's tried the Halos likes them, but every time I've 
looked at their website over the past few months the headsets are shown 
as "out of stock".


Chris K


On 2/14/2019 11:49 AM, Mike Stirewalt via KRnet wrote:

Another two-thumbs up for the Halos.  Excellent noise-cancelling mic plus
they're so unobstrusive you forget you even have them on.

Mike
KSEE

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Re: KR> email response

[Chris Kinnaman via KRnet]

Paul,

When I reply, a copy is sent to me from the list. But I don't see some 
original posts though I think I get all members' replies to original 
posts. It's possibly something to do with our respective email settings, 
not the list's.


Chris K


On 2/10/2019 7:21 AM, Ppaulvsk via KRnet wrote:

Have a question about our email list. I have observed when I make a new post I 
will get that email sent to me via krnet.  When I reply to a post I don't get 
anything sent back to me. It seems like my reply doesn't go out to krnet.  Then 
I will go to the archives and I will see the reply post there.  Is this normal 
or is it just me?

Paul ViskBelleville Il.618-406-4705
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Re: KR> Mogas Blues... One last update

[Chris Kinnaman via KRnet]

My guess is that the tail lifted because the thrust of the prop pulled 
the airplane to the extent of the tiedown rope, which was attached to a 
trailer hitch, not down at ground level. I once came within about an 
inch of a similar prop strike due to this same tiedown configuration.


FWIW

Chris K


On 12/11/2018 7:18 AM, Mark Langford via KRnet wrote:

Gary Sack wrote:


I tied the tail, but this time it
was easiest to tie it to the trailer hitch on the Subaru. WARNING! Don't do
this. When she came to life, her tail lifted and ground down my pretty wood
prop just like a pencil sharpener

You must not have had it anywhere near idle speed to lift the tail.
That, to me, may be the real moral of the story.  I always start mine
(with the starter) with only about 3/16" in of throttle, so I'm not in a
panic when it starts.  The high vacuum of the almost closed throttle
setting helps to draw the fuel through the carb and into the cylinders,
making it start faster too.
  
But the absence of a pilot does lighten the load on the tail by a factor

of about ten on a taildragger, so  A bungee cord on the stick would be
good too, but then I do have 20/20 hindsight. A short strap and a
ground-mounted ring (like a tie-down ring) would probably be optimal.
Thanks for posting this though...it gives us all a chance to think about
these things before we try something like that.

My hat's off to anybody that can start a VW with a wooden prop on it.
I've tried, but failed miserably.  That prop doesn't have much inertia
to carry through to more than one cylinder firing, unless the engine has
very low compression (mine's about 8.5:1).

Mark Langford, Huntsville, AL
ML "at" N56ML.com
www.N56ML.com



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Re: KR> EAA archives

[Chris Kinnaman via KRnet]

There is a huge amount of information in those archives, just like the 
collected KR newsletters. Just about any question about building, 
designing, or maintaining a wood, tube and rag, or sheet metal airplane 
is somewhere to be found in those old magazines. Mostly the ones 
pre-1990 or so. Careful and thorough searching may keep you from having 
to pay for a Sport air workshop. Just saying.


Chris K


On 10/17/2018 10:19 PM, Mike T via KRnet wrote:

Thanks!  I didn't know that existed.

Mike Taglieri

On Wed, Oct 17, 2018 at 6:09 PM Chris Kinnaman via KRnet <
krnet@list.krnet.org> wrote:





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Re: KR> HAPI 1835 Questions

[Chris Kinnaman via KRnet]

I do it all the time.

1. Sign in as a member on their page, eaa.org

2. Roll over the "Education and Resources" tab

3. Click "Publications"

4. Click "EAA Sport Aviation"

5. Click "Archives"

6. As it states on that page, "Here you will find the complete archive 
of EAA Sport Aviation magazines starting from 1953"



On 10/17/2018 3:38 PM, Mike T via KRnet wrote:

Where can these articles be found?  You used to be able to order old
articles from the EAA, but the last time I looked, they no longer has any
pre-internet articles on its website.





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Re: KR> HAPI 1835 Questions

[Chris Kinnaman via KRnet]

Beginning in the December 1979 issue of Sport Aviation, Rex Taylor 
published a series of articles detailing just about everything he did 
when building up a HAPI engine. EAA's Sport Aviation archives is 
probably a good place to start.


Chris K


On 10/17/2018 10:47 AM, Great Western Airsports via KRnet wrote:

Hi all,

I'm pretty new to the group and hope there will be someone who can answer my 
questions.  I've a KR2 with 1835 HAPI which I've not opened up yet hence some 
of the questions I'm asking.





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Re: KR> KR's for sale

[Chris Kinnaman via KRnet]

In my experience, postal mail to people who may have an interest in an 
event is effective. As a newly-elected president of an EAA chapter in 
'02 and '03, I planned and coordinated our early September fly-in. One 
of the promotional gimmicks I used was direct mailing postcards to all 
EAA members in our state and 4 neighboring states, as well as owners of 
certain types of homebuilt, vintage, and warbird A/C. Getting that info 
sourced from EAA, who was willing to do so at that time, and the FAA 
registry was the only way it could have been done. We bought about a 
million postcards and stuck pre-printed labels with event info on one 
side and addresses on the other. I took a stack of postcards without 
addresses to Airventure and stuck them under the "Judge Me" prop signs 
on any airplanes I could find that were from the 5 states we targeted. 
Some people on our fly-in committee kept telling me over and over it 
wasn't going to work and I kept telling them if they felt that strongly 
about it they should bet against me. We had 99 airplanes on the field in 
'02, a new record dating from the '60s for the chapter fly-in, and 130 
in '03 so I wish they had put their money where their mouths were.


If I had to do it over again, I would add another round of mailing in 
late Spring as well as the one we did in late July. I didn't think to 
survey attendees to find out if the mailings were the reason they came 
but I think it certainly had an effect. I think the same thing happened 
with the KR Gathering. In any event, some new friends were made like 
Gary. My $.02.


Chris K.


On 10/6/2018 1:33 AM, Gary Sack via KRnet wrote:

I did join because of your mailing. Didn't know KRnet existed before.



On Oct 4, 2018 8:11 PM, "John Bouyea via KRnet" 
wrote:


(Reposting as I sent this yesterday & it didn't seem to make it through to
the list.)
Mike,
The primary idea behind our effort to send USPS-mailed invitations for the
2018 MVN KR Gathering to the actively registered KR owners was to reach
out, exactly like you suggest.



  The FAA only provides postal addresses for the
owners of these aircraft. No phone numbers or email addresses.
Unfortunately, we received a very poor response rate to these direct
mailings. I still think the outreach effort was worth it as I know we
gained
a few new members of this mailing list.
Bottom-line; I don't know if the owners who didn't respond aren't
interested
in expanding their circle of friends (or KR nuts like us!) or what. I do
know the number of returned/ undeliverable pieces was proportionally low;
about 5%.
I'm open to other ideas. Fire away.
John Bouyea
N5391M/ KR2
2015-2019 Web Dude
http://krgathering.net

On October 3, 2018 at 6:40 PM Mike Sylvester via KRnet <
krnet@list.krnet.org> wrote:
<>
Mike Sylvester


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Re: KR> WunderBird update,

[Chris Kinnaman via KRnet]

Looks great, Mark.

Chris K


On 9/12/2018 3:00 PM, mark jones via KRnet wrote:

Hello all,
I am continuing to make good progress on my WunderBird. You may see some of
my progress by going to the bottom of the page at this link:
http://flykr2s.com/WunderBird.html

And yes I am very envious of all of you that are headed to the Gathering.

Mark Jones
Oldsmar, FL

flyk...@gmail.com
www.flykr2s.com
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Re: KR> Mogas Testing (Mogas Blues continued)

[Chris Kinnaman via KRnet]

Jeff - Thanks for posting, great information.

Chris K


On 9/7/2018 10:34 AM, Jeff Scott via KRnet wrote:
I thought I would make a followup report on the Mogas testing I have 
conducted and the little bit that I have learned from it.





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Re: KR> Great Plains-Revmaster-O-200

[Chris Kinnaman via KRnet]

I'm not planning to spend $8k - $9k, I'm looking into it to determine 
what it will cost me. I suspect an O-200 might be too heavy for my V-Witt.



On 9/6/2018 5:48 PM, Larry via KRnet wrote:



On 9/6/2018 6:14 PM, Chris Kinnaman via KRnet wrote:
Just the other night I was doing some catalog engineering along these 
lines for the same reasons. I like the Revmaster R2300 case and crank 
and the ability to use a 4" prop extension with them.


+ 



If I were building a 2s and planned to spend $8K to 9K on a VW I think 
I'd be looking at an 0-200.


Larry Flesner

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Re: KR> Great Plains-Revmaster

[Chris Kinnaman via KRnet]

Just the other night I was doing some catalog engineering along these 
lines for the same reasons. I like the Revmaster R2300 case and crank 
and the ability to use a 4" prop extension with them.



On 9/6/2018 3:33 PM, Mike Stirewalt via KRnet wrote:


Time and technology marches on and for someone starting fresh, I'd sure
take a look at the Revmaster R-2300.  The thing about it that I admire so
much is that the power, both for takeoff and cruise, is produced around
3000 RPM.
The two things I'd change about the R-2300.  I'd put roller tappets on
the rocker arms (or swivel feet) - (I can't believe they haven't done
that already!  ... Since it has dual coils for ignition and with a dead battery 
you
can't hand prop it
I like the 049 heads with 40mm intake and 35.5mm exhaust valves from 
their automotive catalog, so I can use auto plugs with a single magneto. 
Swivel feet, new rocker arms, and A/C-to-auto-plug adapters from the 
GPASC catalog.

and I'd get rid of that Rev-Flo and put an Ellison on
it.  ,
I already have a couple of new surplus 4220 mags & harnesses, a Diehl 
rear cover for a mag puck, a Rotec TBI sized for a 2180 VW or a Jabiru 
and a Tillotson pumper carb for the accessories. This is for my V-Witt 
project. Apparently Joe will build an engine with a single mag if the 
customer wants it. I'll look into whether he'd build one configured like 
this or if I'd have to buy it as parts.


Chris K






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Re: KR> Fixed landing gear KR2

[Chris Kinnaman via KRnet]

Thanks. Sorry to hear about the delay.

Chris K


On 8/27/2018 5:08 AM, Ken Hurley via KRnet wrote:

Mine has never ran correctly (I'm not the original purchaser either). Gonna
take a couple of months in shipping and repairing. I'll be flying next year.

Ken Hurley





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Re: KR> Fixed landing gear KR2

[Chris Kinnaman via KRnet]

Ken,

Is there a recall on Rotec TBIs? I have 2 in boxes plus one on my R3600 
and I'm not the original purchaser of any of them.


Chris K


On 8/26/2018 7:50 PM, Ken Hurley via KRnet wrote:

Rotec has thrown a slow down. I've got to send my throttle body to
Australia. 2 months of delay.

Ken Hurley





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Re: KR> Kr2 for sale correct phone

[Chris Kinnaman via KRnet]

That would probably explain it. But aren't those GPUs and pump motors 
typically single ignition as well?



On 8/23/2018 4:20 PM, Jeff Scott via KRnet wrote:


A number of small Continentals were used as ground power units and pump motors 
for refueling trucks for the military.  Some have some strange configurations 
with the exhaust or intakes on top.  Others have one drive lug slightly offset 
to differentiate from aircraft crankshafts.  Others are hard to distinguish 
from any other small Continental, although if I am not mistaken, they typically 
had a bed type mount rather than 4 real mount bosses like the aircraft engines. 
 A lot depends on what was done when it was converted to an aircraft engine.
  
-Jeff Scott
  
--


Sent: Thursday, August 23, 2018 at 1:54 PM
From: "Chris Kinnaman via KRnet" 
To: "Paul Conley via KRnet" 
Cc: "Chris Kinnaman" 
Subject: Re: KR> Kr2 for sale correct phone
What's an O-200G? I'm not familiar with that variant.

Chris


On 8/23/2018 10:17 AM, Paul Conley via KRnet wrote:

Sry for not proof checking previous mail
$4,500... signed off in 84. Taildragger, C 0-200G, not flown in 10 years. Fires 
up every couple months, needs new prop, (weatherd) Nice bird with some tic. In 
Lost Creek WVa.
Paul.
304-695-9302

  


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Re: KR> Kr2 for sale correct phone

[Chris Kinnaman via KRnet]

What's an O-200G? I'm not familiar with that variant.

Chris


On 8/23/2018 10:17 AM, Paul Conley via KRnet wrote:

Sry for not proof checking previous mail
$4,500... signed off in 84. Taildragger, C 0-200G, not flown in 10 years. Fires 
up every couple months, needs new prop, (weatherd) Nice bird with some tic. In 
Lost Creek WVa.
Paul.
304-695-9302




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Re: KR> New KR2S

[Chris Kinnaman via KRnet]

Congratulations!
Chris K

On 4/3/2018 8:05 AM, Teate, Stephen via KRnet wrote:

Netters,

I am very happy to report a new KR has been born.



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Re: KR> E-glass vs S-glass

[Chris Kinnaman via KRnet]

"S" refers to "Structural", "E" refers to "Electrical" - E-glass is 
designed for use in printed circuit boards. It contains boron compounds 
which make it (for the most part) self-extinguishing when removed from a 
flame source. S-glass exhibits +/- 40% less thermal expansion than 
E-glass. S-glass is stronger by about 40% in tension and compression. 
These numbers are off the top of my head but I'm fairly certain they're 
close. Also, these refer to the two types of glass as created in the 
near-perfect world of sheets created under pressure and cured by uniform 
heat. Cold hand layups will cause your mileage to vary. In any case, 
either one is likely to exceed the mechanical properties of dynel-epoxy 
by a good margin.


Chris

On 2/24/2018 5:15 PM, Adam via KRnet wrote:

Is there any reason why we can not, or should not use S-glass over E-glass and 
vise versa, excluding cost?





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Re: KR> Angle of attack

[Chris Kinnaman via KRnet]

A friend built one exactly as drawn in the Airsoob "white paper" and 
mounted it on the left wing of his BD-4 for the very reason you 
describe. He figured slow turns in the pattern were when he most needed 
to know what was going re: AoA.

Chris

On 2/12/2018 5:25 PM, Tony King via KRnet wrote:


Here's a question though.  The AOA probe is fitted to one or other wing.
But an inadvertent spin such as I've just described is caused by one wing
stalling while the other is still flying.  Does an AOA probe fitted to one
wing detect an impending stall situation equally for both wings?  Or should
it be fitted to the left wing on the basis that the turns in the circuit
are usually left turns and it's the inside wing that's more likely to stall?

Cheers,

Tony
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Re: KR> Airfoil and Speeds

[Chris Kinnaman via KRnet]

KR100, from krnet:

http://www.krnet.org/krs/kr100/

On 11/27/2017 9:19 AM, Samuel Ajayi via KRnet wrote:

Thanks Oscar and Mark for inputs. A spar modification or outright replacement 
with carbon fiber may be in order. I will be using a +/-7 G loading as build 
criteria should I decide to build one. An airfoil replacement may be the 
simplest solution. You may ask, why go through all this; speed!



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Re: KR> Tailwheel Endorsement.

[Chris Kinnaman via KRnet]

Whatever you're doing, stop. I've received several hundred identical 
emails from you through the krnet list. I'm not blocking the list so I 
can't block you individually.



On 11/22/2017 6:38 PM, Mike Sylvester via KRnet wrote:

KR update, As we say down here in the South. Since the Gathering I've been 
busier than a cat in a sandbox. Everything came due at once. I had to get my 
medical renewed, annual the KR, annual the Cessna 150, get my bi-annual flight 
review and tail wheel endorsement. As some of you already know, I am a self 
taught tailwheel/KR pilot. Since I had to get a biannual anyway, I went looking 
for an instructor that was not only brave enough to ride with me but could also 
sign me off on the tailwheel endorsement. So as of yesterday afternoon I am 
officially a tailwheel endorsed pilot. So glad to have all this behind me and 
looking forward to burning up some gas.


Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854

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Re: KR> New KR-1 Builder Checking In

[Chris Kinnaman via KRnet]

Hi Tim,

The fiberglass sheet in place of the plywood shoud be fine. I did some 
test panels comparing .047 E-glass sheet with 3/32" plywood over a 
typical truss structure and the glass was comparable in shear but peeled 
more easily. If the glass was sanded dull where it was epoxied to the 
truss it was almost as good in peel as the plywood. If yours does not 
peel easily, you're probably good.
A number of airplanes have been built this way. Search the Sport 
Aviation archives for Ken Champion's Jupiter J-1, probably late 
50s-early 60s. He built his wings with fiberglass sheet over wood ribs.


Chris

On 11/3/2017 1:22 PM, Tim Hoversten via KRnet wrote:

The previous builder had obviously seen Ron Scott's "Ol' Ironsides" airplane 
which was based here in WI, or read the articles about it in Sport Aviation, because it 
has fiberglass sheet for the sides and bottom instead of aircraft plywood.



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Re: KR> Mods for preventing flat spins in the kr

[Chris Kinnaman via KRnet]

Flat spins often have much to do with cg. Sometimes cg issues will not 
allow recovery from a flat spin no matter what the vertical tail is 
shaped like.

On Oct 14, 2017, at 9:00 AM, krnet-requ...@list.krnet.org wrote:

Message: 2
Date: Sat, 14 Oct 2017 10:34:14 +0100
From: Rogelio Serrano mailto:rogelio.serr...@gmail.com>>

According to nasa technical paper 1009. The kr tail is the worst design for 
spin recovery.



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Re: KR> Lee's Summit Gatherings photo link enclosed

[Chris Kinnaman via KRnet]

Thanks for posting, Mark. Definitely worth 130,000 words!
Chris K.

On 9/30/2017 1:32 PM, Mark Langford via KRnet wrote:

KR NetHeads,

I've finally finished up the Lee's Summit Gathering photos.



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Re: KR> KR Spin restraints

[Chris Kinnaman via KRnet]

Henni,
That is an assumption. "Powerplant failure for undetermined reasons" is 
stated in the NTSB synopsis of Ken Rand's fatal accident.

https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=37774&key=0
EAA's Sport Aviation March 1979 Hot Line From Headquarters had a notice 
which detailed weather at the time and included some references to Ken's 
radio transmissions shortly before the crash. The only icing mentioned 
is airframe icing after descending into clouds.


A number of factors ganged up on him, as is often the case, and tragedy 
was the result. Pinpointing the cause of loss of power may be in the 
final report but that is not available from the NTSB, at least not right 
now. Their archive used to be easier to access and was easily 
searchable, not so much any more.

My $.02
Chris K



On 9/20/2017 1:46 AM, Hendrik van Rooyen via KRnet wrote:

His simple tube (sight glass type) fuel level sensor on the instrument panel. 
And no, he died because of carb ice in IFR type weather. He flew above the 
clouds when his engine dies as a result of carb ice. Thus he had no power and 
neither could he see the terrain below him.

Henni


-Original Message-
From: KRnet [mailto:krnet-boun...@list.krnet.org] On Behalf Of Mike T via KRnet
Sent: Wednesday, 20 September 2017 9:43 AM
To: KRnet 
Cc: Mike T 
Subject: Re: KR> KR Spin restraints

What was Ken Rand's "best there is" method for measuring the fuel level?
(He died in his KR because he ran out of gas, so I might need some convincing 
whether this is that good).

Mike Taglieri




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Re: KR> Crash

[Chris Kinnaman via KRnet]

So sorry to hear this bad news, Joe. Your airplane may be gone but the 
main thing is you made it & were able to write the message. Best wishes 
and prayers for a quick & complete recovery.


Chris K

On 7/5/2017 9:31 PM, Joe Nunley via KRnet wrote:

My engine sputtered on take off.  I didn't want to land in the trees so I
turned back.  I am in the hospital with a broken pelvis and broken ribs,
but I am ok. Lots of miracles. My aircraft is shattered. More input later.

Joe Nunley
Baker Florida





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Re: KR> It Flies!

[Chris Kinnaman via KRnet]

Congratulations!
Chris K

On 6/16/2017 11:48 AM, Joe Nunley via KRnet wrote:

I flew my KR2 airplane for the first time!

I have been doing taxi testing with the tail up.  Today I was lifting off
the ground and setting it back down.  Then it was "pull the band aid off"
time.  I lifted off and did a shallow climb out.  On downwind I sped up to
110 mph.  I did a long shallow approach on final.  At touchdown I would
like to say that it was smooth and pretty, but I logged six landings and
was glad to keep it on the runway. When I cool down, I will do a really
good post flight and maybe try it again.

It wants to go fast.  It's maneuverable.

Joe Nunley
Baker Floriday
KR2 0.4 hours of flight time
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Re: KR> home-brew thermocouples...for cheap!

[Chris Kinnaman via KRnet]

Then you would be testing your oven's thermostat. Depending on 
elevation, boiling water will be pretty close to 100C no matter what. 
But you're right, factory thermocouples probably get tested maybe 1 out 
of 100.


On 6/9/2017 5:33 AM, Mark Langford via KRnet wrote:

Chris Kinnaman wrote:

 >>The only thing I would have done different would be testing them in 
boiling water as well as ambient.<<


I thought about that, but clamping them all together and putting them 
in a preheated oven and then switching if off to let oven temps 
stabilize would have been even better, but it was late, and I wanted 
to fly early the next day. Even the test I gave them is probably more 
than "factory" thermocouples get before they reach the end user, so 
I'm happy enough with them...


Mark Langford
m...@n56ml.com
http://www.n56ml.com


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Re: KR> home-brew thermocouples...for cheap!

[Chris Kinnaman via KRnet]

Thanks, Mark. Years ago I used to make thermocouple probes and fixtures 
similar to this for taking heat rise profiles & calibrating various 
pieces of composite curing equipment around the plant. The only thing I 
would have done different would be testing them in boiling water as well 
as ambient. I got similar results - nothing seemed to be critical in the 
manner of construction or anything else that had a major effect on 
accuracy. I'm sure if I was going for a finer degree of accuracy I could 
have found that some of my probes were worse than others. Looking for a 
range rather than a pinpoint helped - which is what we're doing 
measuring CHT.


Chris K.

On 6/8/2017 7:46 PM, Mark Langford via KRnet wrote:


But the Revmaster heads come with 12mm spark plugs, and at $35 each, I 
really didn't want to shell out $140 for four CHT probes, so I bought 
some K-type thermocouple wire for $9.50 off ebay (free shipping), 
12mm-#8 ring terminals for $0.55 each from Digikey, and built all four 
CHT probes for $18. 



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Re: KR> I Passed!

[Chris Kinnaman via KRnet]

Congrats!

Chris K

On 6/3/2017 10:17 AM, bjoenunley via KRnet wrote:

My KR2 was inspected by a DAR this morning and it passed without any issues!
Joe Nunley Baker Florida





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Re: KR> Liquid masking

[Chris Kinnaman via KRnet]

Spray-Lat?

Chris K.

On 4/10/2017 11:03 PM, Phillip Matheson via KRnet wrote:

Can anyone recall name of the canopy paint - on masking liquid. I can't find 
reference on aircraft spruce





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Re: KR> New VW?

[Chris Kinnaman via KRnet]

I saw this engine at OSH a few years ago. I would love to be able to buy 
a crank, case and heads from them and build the VW I want but the rep 
told me they don't sell components. I don't want or need an alternator, 
starter, dual electronic ignition or fuel injection so as currently 
configured it doesn't fit my needs.


Chris

On 3/16/2017 8:42 PM, svd via KRnet wrote:

I know small aircraft engine manufacturers come and go - but this looks pretty 
cool:

Cribbed from VP2 group post - A Brazilian company named MotorAv. They used to 
manufacture the VW engines in the past and have created an aeronautical version 
based on the old engine but with important modifications for greater durability 
and reliability.

Maybe if the can hit there performance bug market too - they’ll be able to 
exceed the critical volume needed to stay in business.

This is the most current iteration:






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Re: KR> In-flight Fire

[Chris Kinnaman via KRnet]

Glad the pilot survived & hope he recovers fully and quickly. That's 
really scary.


Chris

On 1/29/2017 3:21 PM, Sid Wood via KRnet wrote:
Was planning for some air-to-air photos of N6242 this Spring.  An EAA 
Chapter member said he could fly the photo ship using his Tri-Pacer.  
On January 28, 2017, while attempting to return from a lunch fly-out 
at GED, Georgetown, DE, he had an in-flight fire seconds after leaving 
the runway.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA





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Re: KR> Melting lead

[Chris Kinnaman via KRnet]

Maybe you could cut the exact shape & size you need.

On 1/28/2017 8:47 AM, Paul Visk via KRnet wrote:

Thanks for all the advice from one pothead.  I guess I was a little impatient. 
I'll cut this hunk down into littler pieces. That will help.

Paul ViskBelleville Il.
618-406-4705

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Re: KR> Harness (2) for Slick 4316 magneto

[Chris Kinnaman via KRnet]

Bought them. Thanks for the heads-up, Mike.

Chris

On 1/25/2017 10:20 AM, Mike Stirewalt via KRnet wrote:

There's a heck of a deal available on eBay just now.  Two harness sets
for the 4316 magneto, brand new, for $174.  These are the original gray
woven insulated outer sleeve made by Slick/Champion/Unison.  Fits 5/8's
plugs.




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KR> Captain Midnight

[Chris Kinnaman via KRnet]

Better paint "Silver Dart" on the nose.

On 5/26/2014 8:09 PM, Rob Schmitt via KRnet wrote:
> Heck I've flown it several times now in X-Plane flight simulator. No
> problems! Now to just do it in my KR2S for real this fall.
>
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Garry Cowles
> via KRnet
> Sent: Monday, May 26, 2014 8:35 PM
> To: krnet at list.krnet.org
> Subject: KR> Captain Midnight
>
> like Captain Midnight ,  Jeff lives on a mountain next to a secret
> government base.  His runway is on the mountain to and it ends at the edge
> of the cliff
>
> Sent from my iPhone
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>


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KR> Heaviest engine

[Chris Kinnaman via KRnet]

Hello Hennie,

You don't have to put that engine in a KR. If that opportunity came my 
way, I would take advantage of it even if I did not have a use for the 
engine. There is certain to be an opportunity for some old-fashioned 
horse trading somewhere along the line...

Chris

On 5/8/2014 11:42 AM, Hennie van Rooyen [HQP Alloystream] via KRnet wrote:
> Hi gents,
>
>
>
> Thank you for your reply. Mark, I hear your point & will give it some serious 
> thought. When you look at my pics, you'll notice the builder made the 
> ailerons inboard only and full width to the rear spar. I'm sure I can convert 
> that into flaps and ad outboard ailerons. This would not be so much to lower 
> the stall speed, but to add drag during landings.
>
>
>
> Peter, I'll keep in mind what you've said. If I could have the ABSOLUTE 
> engine of my choice, it would have been the 6 cyl Jabiru. Unfortunately those 
> do not come cheap.
>
>
>
> Fact is, IF I can get this deal, it would be just too good to let it pass. 
> Never in my wildest dreams did I think for a moment that I could lay my hands 
> on such an engine. IF!!! this deal goes through, I'm willing to adapt. I'll 
> say no more for now as everything depends on the outcome. I was caught 
> completely off guard today and my mind is still spinning endlessly. I just 
> wanted to know the pros & cons to make a more educated decision for the 
> moment. This would be the closest thing to REAL flying I've yet come to in my 
> life. Yes, I have a great many hours in ultralights, but as you know you can 
> go nowhere in those. The odd Koala (Fischer FP404) and Mizer I had were the 
> closest and then they could only do 75mph max in cruise.
>
>
>
> Anyways, all the best everyone,
>
>
>
> Hennie van Rooyen
>
>
>
>
>
>
>
>
>
>
>
> Peter wrote:
>
>
>
> 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
>
>
>
>
>
>
>
>
>
> Mark wrote:
>
>
>
> Hennie van Rooyen wrote:
>
>
>
>>> I am able to lay my hands on a good 160hp Continental engine, complete
> with prop & running. What is the heaviest & most powerful engine ever put in 
> a KR2? I see it weighs 297 lbs compared to the 227 of the Corvair.<<
>
>
>
> The "world's lightest KR" project sure didn't last long!   I had this same
>
> conversation with a newbie on the list a few weeks ago.  His goal, like so 
> many other of us cheapskates who build KRs, was to fly in and out of a short 
> strip on his own property, dodging expensive hangar rent.  The problem with 
> the KR is that it's a very slippery plane, so landing burns up at least twice 
> as much runway as takeoff, if not more.  You can get out of places that you 
> can't even land at, which is problematic.  Being light is good...it means a 
> low stall speed, but if you add an extra hundred pounds of engine, you're 
> stall speed will climb, and your landing glide will extend due to the higher 
> speeds you'll have to land at, and you'll need even more runway to land.  If 
> getting in and out of short strips is a concern, you need the lightest engine 
> you can live with (and afford), not to mention "real" flaps and a bellyboard. 
>  Landing is your limiting case, not takeoff, so the extra power hurts your 
> overall mission goal, not helps it.
>
>
>
> Having said that, I'm a big fan of more power, but short strips demand 
> compromises, and engine weight is one of them.  If you have several thousand 
> feet of runway at your disposal, it's not so much of a concern...unless you 
> have to dead-stick it in a small hayfield someday...
>
>
>
> Mark Langford, Harvest, AL
>
> ML at N56ML.com
>
> www.N56ML.com
>
>
>
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