KR NetHeads,
Our email list provider is transitioning the KRnet email hosting to
Mailman 3, given that Mailman 2 (upon which KRnet has been based) is now
obsolete. This may happen first thing in the morning, or overnight
Friday night. Things will be a little weird, but remain calm and carry
You're right. I missed that you were talking about the spar CAP, I
thought you meant the overall spar. Yes, I only tapered one of the two
pieces on both top and bottom spar.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
On 3/4/2021 8:13 AM, costewart23 via KRnet wrote:
Th
"costewart23" wrote:
> Thanks Mark, I was looking at yours on your website and it looks
like you just cut the top half of the spar cap off but I just wanted to
be certain.
Maybe we're talking around each otherboth top and bottom spars need
to be tapered. Epoxy upper and lower spars wi
Larry Flesner wrote:
> Wait for a second opinion. Like I said, it's been 25+ years since I cut
> mine.
Well, here's how I did mine (same as your plan, I'm sure), shown at
http://www.n56ml.com/kspars.html in excruciating detail.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville
John Bouyea wrote:
>> You might remember I sent out mailers to all the KRs I could find on
the FAA's active registry for the 2018 KR Gathering. You can read the
copy at this link;
http://krgathering.net/web_pages/2018GatheringFlyerFinal-w-MailMerge.pdf
The effective return we had on the mail
A couple of months ago I flew down to my father's farm to survey some
recent storm damage, and while orbiting the place to take pictures, I
heard the local Army ATC warn a helicopter about my position. The
helicopter said he didn't have me in sight, and ATC replied that I had
my transponder "t
Global Solutions via KRnet wrote:
> Can anyone provide me an online or offline software link which would
> allow flight planing for long distance trips say from Canada to USA
or.
Airnav does that. See https://www.airnav.com/plan/fuel/ . You may or
may not need to set up an account firs
Anybody have a set of VW intake manifolds they'd part with? Worst case
would be just a pair of ends, but hopefully the whole thing, for
mounting, preferably for beneath the engine, but above would be
entertained (but not the stock VW ones). I'm asking for a guy with a
Cygnet who contacted me
I talked to John Backer, and he said he gave a set of molds to somebody
at the Gathering several years ago, so there's a set of molds out there
somewhere. He's not wild about making more, especially in the dead of
the Iowa winter.
Personally, I used Klaus Savier (Light Speed Engineering) whee
I forgot the most compelling reason to ditch the retractsyou might
just land with the gear up! Been there, done that!
But on the other side of the coin, in the event of a forced landing in a
field full of beans or even short clover, fixed gear can nose you over
instantly on landing, poten
There are several reasons why KR builders migrated from the retracts to
fixed gear:
The original design was a bit weak on support, especially for heavier
planes and pilots, leading to excessive flexing, and even poking holes
in the top of the wing during a hard landing. The latching mechanism
that tailplane, you are already done for, I suspect.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
On 2/4/2021 8:50 AM, Mark Langford via KRnet wrote:
Larry Flesner wrote:
> Questiion. Was and by how much was the tail area enlarged in the 2S
> over the KR2? Mark
Larry Flesner wrote:
> Questiion. Was and by how much was the tail area enlarged in the 2S
> over the KR2? Mark, was your tail volume enlarged over the 2S? If
> anyone has the numbers I'd be curious how my standard KR2 tail area on a
> 24" stretch fuselage compares the the 2S.
Yes, my plane i
I wrote:
> Troy Petteway. See http://www.n56ml.com/troy/ for more details,
> including stretching the tail. Bottom line is he considers it an
> improvement, but he did more mods than just widening the horizontal
> stab, all at the same time, so it's difficult to quantify.
To clarify this, I h
Robin Macdonald wrote:
> If I remember many years ago a nethead Troy Pettiway was increasing the
> width of the tail feathers by 12" per side, I'm nt sure if this is the
> right spelling
Troy Petteway. See http://www.n56ml.com/troy/ for more details,
including stretching the tail. Bottom line
I was unable to find a usable copy of Rick Junkin's test plan, but did
find a copy that Bob Lee modified for his airplane (probably mostly the
tail number), and have changed the link on KRnet to point to it instead.
If anybody has a more original version that opens in Word, please send
it my w
OK, anybody have contact info for Rick Junkin? I thought I'd find him
and see how things were with him, what he's flying or building, maybe a
final version of that checklist, etc. I checked the N-number database
thinking that he'd finished his plane and it would be registered as
manufactured
I wrote:
> I spoke to Steve Bennett about the oil leaking at the bearing a
> few years ago, and he had a method of draining the bearing housing
> between the seals . Has anybody else done this and can you
provide details on the
> process?
Marcel Driessen wrote an excellent pdf instruction
John Shaffer wrote:
> I cannot get the instructions to open.
> http://www.n56ml.com/n891jf/vw/forceoneleakfix.pdf
> />
Maybe your link had some extra characters in it. Try
http://www.n56ml.com/n891jf/vw/forceoneleakfix.pdf
Let me know if that doesn't work, and I'll email it to you, but it w
Netherlander Marcel Driessen wrote:
>> I had the same problem on PH-KRS and solved it by modifying the
bearing housing according Steve Bennett's instructions. Since 8 years
no more oil coming out of the seal. Please feel free to publish it on
KRNET. <<
See the instructions he made for us
I'm going to have to replace the two seals on my Great Plains Force One
bearing, since the oil fog on my canopy has significantly worsened over
the last few flights. I usually disassemble the engine for other
reasons first and simply press the hub off the crankshaft, but since
it's running so
Samuel Ajayi wrote:
>> I know some of you have used the Trymer product. What is the general
consensus. Seems to be cheaper than anything Wicks or Aircraft Spruce is
offering. Anything to be cautious about?<<
I was hoping somebody with better experience would answer this, but if
you saw inpu
Rick Armstrong wrote:
> There is a picture in one of the older newsletters, as they all are,
news letters that
> has a good photo of a logo embroidered in a seat back
And the old newsletters can be found at http://www.krnet.org/newsletter/
. If you download the full set (at
http://www.krnet
Willie Wilson was an awesome person. Not only was he the technical
advisor for many of the KRs that have been built in the UK in recent
decades, but also did the first flight in many of them! He was a 747
pilot on intercontinental flights for decades, and had a LOT of funny
stories about vari
Larry Flesner wrote:
> https://www.pilotweb.aero/classifieds/kr-2-s-for-sale-1-5249732 What
> country would this be in? Britain? 33,000 euros? Really?
His phone number is +49 country code, which is Germany. The UK runs on
British Pounds still. The fact that it has 10 hours on it but has no
I've never looked into ash before, so you've already done more research
than I have on the matter. I don't know of anybody that's used anything
other than spruce on a KR fuselage, although some use heavier birch
plywood for the skin than the more expensive mahogany. Given the high
prices, oth
There's another KR2S that needs a good home (and finishing), now in
Marysville, CA. Lots of the time consuming details are done, just need
the wings done. "New airfoil" spars are done and included...apparently
just need to be foamed and glassed, with aileron construction. See the
"Tim Brown'
Stef den Boer wrote:
>> I looked to the pictures, Nice building plane. My question to
you...the wing attach fittings looks like aluminium or some other
material. It does not look like 4130st. Am I correct? or is it the
collars in the picture.<<
Stef,
I think that's just a layer of metallic
I wrote:
> And we lost a KR pilot to an inflight fire that was thought to be a fuel
> leak from a cockpit mounted header tank.
Maybe a fuel leak, maybe not. It's also possible it started in the
engine compartment and spread to the interior, judging by the length of
the spread.
See https://pl
And we lost a KR pilot to an inflight fire that was thought to be a fuel
leak from a cockpit mounted header tank. First or second flight of the
aircraft, as I recall.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
___
Search the K
Since we haven't quite beaten this horse enough to kill it, I'll throw
this outanother reason I didn't put my tanks in the wings was
because of the increased possibility of a heavy wing, and having to
correct for it while flying. Sure, you can move fuel around during the
flight to keep thi
Larry Flesner wrote:
> Most stub wing tanks are used as aux tanks and fuel
> is pumped to header tank in forward deck. If you plan to eliminate the
> header tank and go with stub wing tanks only you must take in to account
> the shift in CG locations.
Or you can just put the header tank inside
Michael Griffin wrote:
>After reading all the comments about stub wing fuel tanks and their
> affect on the CG; I decided against them however I have re-read Mark
> Langford's page (http://www.n56ml.com/wingtank.html) and he details stub
> wing tanks so now I am really confused.
There's noth
Yep, I almost sent another email saying "plain old drill bits worked for
Randy though, and probably 99% of other KR builders!" And you never
hear of a WAF connection failureback to that basic "pinned" design
criteria.
I use straight reamers to ream valve guides to the perfect size after
Randy Smith wrote:
> I use numbered drill bits. I never use a reamer for holes.
You may be thinking he's going to use a tapered reamer, but surely not!
Drill bits don't necessarily drill round holes, and aren't offered in
a lot of sizes. I found somewhere to measure the diameter of the bol
Joe Horton wrote:
>> For anyone using a belly board on their KR's I would like to know
what size they have, is it the right size (opinion) and a debate that I
remember from many years ago ...with holes in it or not to have holes .<<
Here's how I did mine on the KR2full width of the flat b
David Stacchini wrote:
> Does anybody know where I can purchase a set of engine cowls for a KR-2S?
As Joe said, I don't know of anyone making cowlings expressly for the
KR2S anymore. I also have a set of lightweight molds (two layers of 9
ounce glass) that I pulled off of a plug that I made f
Chad Robertson via KRnet wrote:
> I am going to pick up my new playing this weekend and I was needing a
measurement that I can’t seem to find I was needing to know the width of
the wing from the leading edge to the trailing edge <
The "wing chord" is 48" at the root, and 36" at the tip.
Mike Stirewalt via KRnet wrote:
> The ANC is continuing their efforts to
> turn the country into another black disaster or, to quote our eloquent
> President, another "shithole country."
This post violates several of the policies that have been set forth on
KRnet, and is simply not appropr
Bernie McLean wrote:
> If interested,log into;
> https://bmcleankr2photos.shutterfly.com/
FYI, Bernie's KR2 is located in Poplar Grove Illinois.
C77 is the airport identifier.
Sorry to see another one not finished, but perhaps it'll give somebody
else a headstart on getting in the air...
Mar
Larry Flesner wrote:
> Anyway, while stumbling about the internet I came across
> "https://flightaware.com/live/airport/KMWA"; and selected my home
> airport. It had both my flights logged, I guess with ADS-B.
Not only that, but apparently we show up on "the scope" in towers and
control cente
Don January wrote:
> Personally I think John Taylor needs the recognition more for the KR
design
> then Ken Rand because that's where it all started
Larry's point is the foam and fiberglass construction, which was
basically parlaying R/C model design into a man-carrying airplane. The
Taylor
I left out the main problem with flying without a trim tabit's
downright dangerous. Let go of the stick and the plane may climb or
dive (think stall or head to the ground) under extreme conditions. You
have to fly the plane the whole time. It's very tiring, and not
something you'll want
Chad Robertson wrote:
>> I have a question about the elevator trim I am purchasing one that
does not have any trim on it and I hear everybody talking about how
pitch sensitive they are is adding a trim tab something I should really
consider doing and how difficult is it going to be if I add th
Sam,
I might as well send my link, for the "excruciating detail" version of
the MAC (Ray Allen) trim setup also. See
http://www.n56ml.com/trimtab/index.html
One thing to be careful of is don't run your indicator wiring anywhere
near an antenna cable or the radio itself, if possible, as the
t
2180cc Great Plains VW engine for sale near Atlanta, GA
$1200 takes the whole firewall forward, engine and KR2 engine mount. See
http://www.krnet.org/krs/whood-2180/ for details, photos, and contact
info (not me).
Thanks,
--
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
_
Anthony Steinke wrote:
> Having not built a KR and therefore being unfamiliar with the
aircraft, how
> would all you builders suggest the best way of getting a thorough
pre-buy
> inspection done on a flying KR? Thanks!
Anthony, see http://www.krnet.org/kronline/sept1996/ (about two thirds
o
Larry wrote:
> So, that fix is out. I want to proceed through my other possible fixes
> in a manner as to not eliminate the easiest and cheapest fixes as I move
> to more aggressive solutions without taking a saws-all to my fuel
tank...
I would simply go with the Heli-Coils. They work OK,
Larry Flesner wrote:
> I wondered when you would chime in on this. Will Keenserts install
> easily and hold in 1/8" inch aluminum? Using John Shaffer's method to
> set I can avoid using the hammer. Suggested supplier?
Minimum thickness material is 1/16". I don't know how "easy" that is,
but
At the aerospace engineering/fabrication business where I spent the last
31 years working, one of our junior engineers designed a piece of
military hardware with thousands of rivnuts retaining the outer shell to
the aluminum frame. Us old-timers had known for decades that Keenserts
were the on
I also meant to mention that some nice folks will let you borrow their
prop or spare prop and let you try it to see what kind of performance
you get (with the understanding that if you kill it, you buy a new
one). I've flown more than twenty different props on my "known animal"
KR2S to compar
Kevin Stolhammer wrote:
> IvoProp 2 blade at 54" dia (adjusts from 30-90" pitch). So here
is the
> question for the group: My intended mission is cross country, do you see
> any real benefit in the ability to vary pitch in flight.
Here's my two cents worth on that. The blades that come
I did plumb bobs and the angle, and could find no discernable error
between the measurements. If the plane's not level, no method is going
to be accurate, plumb bobs included.
There are lots of ways to do this, and room for error in all of them.
We all have our favorites, so I'll just stick w
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. <<
I'm not sure there's any real reduction in error possibiliy here, and
the main problem I see is that you're trying to
Dr. Hsu wrote:
>> Are you saying the RV2300 has more power (at 85hp?) but more or less
the same weight as the RV2100, right? What's the cost for that? <<
Please visit http://revmasteraviation.com/ and most of your questions
will be answered, especially if you call them and speak with the peop
Yesterday we had another "Flash Flyin", nicknamed Pandemic #6! The
usual suspects showed up, Jeff Scott, Larry Flesner, and me. Mike
Sylvester would have been there, but discovered a serious fuel leak that
will likely require some new carb parts. Robert Pesak was missing in
action, but Roger
Jeff's post was awesomeand made me smile a lot. This is should be
the "standard" for how to train a new KR pilot. I rode with several KR
pilots over the years before I first flew mine, and even then, I needed
some Special High Intensity Training from a current KR pilot in my own
KR, just
I wrote this earlier today, but Larry's post reminded me to send it.
Mike Stirewalt wrote:
. I've never flown a J3 I'm ashamed to say and my
Citabria time was brief and long ago but despite the years I think I can
safely say the feel and handling of a Citabria is really nothing like a
KR
KRNetHeads,
Last week I got a little crazy for some KR flight time, so I did what I
usually do,FLY SOMEWHERE! I started at Guntersville, Alabama, where the
airport is in the middle of the Tennessee River, with an approach over
the watertwo touch and goes, then to Albertville...two more to
Larry Flesner wrote:
> The 2S with larger tail surfaces might handle that area
> without a problem but that is not something I'm confirming here.
Richard Mole did an analysis back in 1998, where he determined that the
KR2S had a slightly better CG range than the KR2.you get another
0.4" af
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 cont
Joe Horton wrote:
>> That very thought makes me want to cry Jeff.
I thought there would be someone with the wisdom to buy that plane no
questions asked...<<
Yep, but we all know the explanationKR builders are usually building
KRs because they can be built on a budget, and we are a pretty
Anthony Steinke wrote:
>> I have been browsing FlyCorvair to gain more knowledge on the engine
and noticed that a budget build is about $7k with the high end around
$11k. Are these realistic number in your experience or can a reliable
corvair be built for less. I remember reading one of Mark
As for weight and balance, it's a simple summation of moments involving
empty aircraft weight and the variable weights of things like
pilot/passenger, fuel, and baggage, such that the the aircraft CG range
is maintained in the proven CG envelope, located around the center of
lift.There a
Bob Goodnight wrote:
> I recently purchased a once flying KR2 project, I have noticed that there
> are several areas that have several small areas on the elevator and
rudder
> that have delaminated, the areas are about the size of a quarter.
> I had someone look at it and he stated it was ok bu
Rob wrote:
> You could fly a KR without a covering for the gaps if you like as well.
You could, but I don't recommend it! Climb speed drops quite a bit, and
I would guess that stall speed does as well. Been there, done that.
What will really blow your mind is to fly with only one gap seal
Rob Schmitt wrote:
> I resent my version to Pete. Please email me if anyone else needs a
copy, I am pretty >sure I can't post it directing to the net.
It's also posted on KRnet, at
http://www.krnet.org/checklists/inspection_checklist.doc . You'll want
to tweak it for your airplane.
It's
Robert Pesak wrote:
> I built my own.Its not that much of a challenge if you have access to a
> welder. I have plenty pictures on my site.
Robert, the only link I have to your site is what's on www.krnet.org,
and it points to
https://s449.photobucket.com/user/rkpsk1/library/wing?sort=3&page=1
Dan Heath wrote:
> Looks very nice for a "steam gauge" panel. Just wondering if you
will ever consider going to a "Glass" panel.
At least steam gauges are somewhat versatile in that they mount in
standard holes, which is why the one Larry's looking at fits in his
panel without modification
W3 Airfoils should have read W3 KR2S Airfoils. I need to proofread
these things before I hit the send button.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
On 7/24/2020 6:13 AM, Mark Langford via KRnet wrote:
W3 Airfoils
John Lambert wrote:
> Is there any chance someone could send a list of drawings that should
be in the >KR2/KR2S plans package?
I can understand your concern. The drawings are a bit piece-meal, and
some interpolation is required to get your head around them. Here's
what I got with my KR2S p
Larry Flesner wrote:
> Airventure. I suspect it will be members of this group that will be
> responsible for telling the story of the KR design and insuring that
> there will be aircraft there to show.
Obviously I'll be there with Jim Faughn's KR. No retracts, and some
nice touches like the
Stephen Teate wrote:
>So after the last caliper hemorrhage it was time to get some real
wheels and brakes
This sounds like like my experience with the "Enginetics" brakes that
came with N891JF. "Hemorrhaging" is a good term for what they were
prone to, and I also upgraded to Matcos. Fo
Larry Flesner wrote:
> What Mark was too polite to say is that I had a cognitive malfunction
> and flew to the wrong location.
What I should have said is that "Larry went way out of his way to try to
make it!" In Larry's defense, we originally talked about meeting at
M93, but quickly changed
Today we had another "Pandemic Flyin", this time in Bolivar TN. Jeff
Scott and Forrest from Oregon flew over from Jeff's in Arkansas, Mike
Sylvester and I flew in from Alabama, and Robert Pesak flew in from
Lebanon TN. Larry Flesner earned bonus points for trying, but not quite
making it (sli
Mike Stirewalt wrote:
> The question then becomes, "What device do I want in order to display the
> incoming ADS-B traffic that the echoUAT provides via wi-fi?"
Mike,
I display the echoUAT data on a $130 (used) Android Google Nexus 7 (2013
or later is better/brighter). That's one of the brigh
David Stacchini wrote:
> It looks really promising, but I’m nervous about an airplane that has
been
> in an accident. How hard is it to inspect the wing spars for “hidden”
> damage?
Dave, I have personal knowledge of that plane, and I would not worry
about it for a second. What happened is
Last week I made a flight that "expanded my horizons" a bit. I flew non
stop 474 miles, and still had an hour reserve fuel left. My goal was
to photograph the pond dam at the "Hallmark Farm" on I-65 north of
Birmingham. My wife had seen some large PVC pipe on the dam and a
backhoe on our la
For those still considering which way to go with ADS-B, UAvionix still
sells the EchoUAT ADS-B in and out, bundled with the SKYFYX-EXT WAAS
GPS, which mounts inside the plane (perfect for our composite planes)
and is a fairly reasonable $1399, and works great. This gives you
everything you'd n
Larry Flesner wrote:
> I used what I think is called a "fly cutter" but man, that
> thing can do nasty things if you're not careful. I would only consider
> using one of those in a drill press with well clamped down material and
> absolutely not with a hand drill.
Now that I think about it, a
If anybody needs an instrument template that you can use to center punch
and match drill your "paper doll" instrument panel, here's a template
for 3.125" and 2.25" instruments. Automotive instruments like oil
pressure or mixture meters are often 2..0625 diameter. See
http://www.craggyaero.com
Luis,
I also redid the panel on N891JF, which is stock KR2 size, shown at
http://www.n56ml.com/n891jf/panel/ . This one I cut out myself with
hole saws and jigsaw, and it cost me about three hours and the cost of
the aluminum sheet. This might be a better medium for what you want to
do. Yo
Luis Claudio wrote:
> I would like to see if anyone has a copy of the instrument panel in
electronic form that I >can send to a shop to fabricate.
There's an AutoCAD file of mine at http://www.n56ml.com/kpanel.html
(been there for 15 years). A more direct link is
http://www.n56ml.com/kpanel
Samuel Spanovich via KRnet wrote:
>> For those that are curious, and want a copy of the report, send me
your email, and I will get it to you when I’m finished. Due to the
shear size of the document, and the need for pictures/charts, I will
probably not post it directly to the Net.<<
Sam,
P
Lee Shook wrote:
>>the prop on this aircraft is a 52 x 46 and on the ground it will
statically rev to 3040 RPM and I’m just wondering is there any concerns
of running this 2100 vw 3200 RPM for cruise?<<
That sounds exactly like what N891JF does, using a Sterba 54x52 prop on
it. I usually fl
Lee Shook wrote:
>> if anybody knows of an in flight adjustable prop that fits a 2100 D
Revmaster hub, thank you in advance.<<
I don't, but if your "new" KR is over or under-propped, the data at
http://www.krnet.org/kr-info.html might help you narrow down a prop
that will work better for you
I wrote:
"There's also a KR Performance spreadsheet to give you an idea of
expected performance at" .and then I screwed up the link. It's
actually at http://www.krnet.org/kr-info.html .
Mark Langford
m...@n56ml.com
http://www.n56ml.com
___
Donald January wrote:
> I also have many of the old newsletters from the KRnet
All KR Newsletters ever published are located at
http://www.krnet.org/newsletter/kr_newsletter.pdf for free download
Steve Bennett's "KR Quarterly" (published during a KR Newsletter hiatus)
are at http://www.k
And this morning, Mike Sylvester and I are flying up to M54 near
Nashville to meet Robert Pesak for lunch. On Memorial Day Mike and I
flew to Jeff's house in Arkansas for brats (no beer though, sadly). KRs
are great little time machines, and it's hard to imagine that there are
many other plane
Larry Flesner wrote:
> Equipping with ADS-B out also might scare the hell out of me.
I had an eye-opening experience yesterday. I was flying south to
photograph some earth dam construction I was interested in near
Birmingham, and took off in "marginal VFR" weather, which was nothing
more tha
Mark Jones wrote:
>> I too had this style trim tab on my aileron. The way I mounted mine
was with 3M double sided tape and I put over 500 hours flight time on it
and it never loosened up. Mounting it this way is just another way to
reduce a little drag. <<
I mounted mine with screws because
I wrote:
> My trim tabs are nothing more than a thin piece of aluminum (020"
> or maybe .030" at the most) with maybe a 30 degree bend in them,
about 4"
> wide, hanging off the wing about 2", and another two inches where it
> fastens to the trailing edge with two number 4 screws through the
> t
Gary Sack wrote:
> Does anyone have details on what the tabs would look like? I
suppose one
> on the elevator (I already have a little electric trim tab) and one on an
> aileron.
My trim tabs are nothing more than a thin piece of aluminum (020"
ormaybe .030" at the most) with maybe a 30 d
Marc Baca 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
Phil Matheson wrote:
> Please do not take this personally
> But WHY does the USA still use mph. In aviation
I'm a MPH guy. I went that way because, as Larry said, we all grew up
with just about everything in the US being based on MPH, particularly
the thing we do most, driving. It just doesn
I wrote:
> hangar. What we figured out was that the high inlet pressure into carb
> throat had introduced a higher pressure into the float bowl vent.
Sorrythat "float bowl vent" is nonsense, as the Posa doesn't have a
floator a float bowl! I wrote that before I realized it was a P
Larry Flesner wrote:
> I'm wondering if this is something I want to be flying behind at my
Just a remindermake dang sure it will run wide open for at half a
minute before you commit to a takeoff! If it'll do that, you'll
probably get enough altitude to turn back, especially if you climb
Mike Sylvester KRnet wrote:
>> Hey Guys, Jeff, Mark and I are going to meet up tomorrow (4/16/20)
for lunch in Humboldt, Tn. We are planning on landing at the Humboldt
Municipal Airport (M53) around 10:30 AM. I believe take out pizza is on
the menu. If you can make it by plane or car, we would
Dr. Hsu wrote:
> Also, assuming we use tapes to cover up the opening at the KR2 wing
> joints, would it be a big safety hazard if the type gets blown off
> somehow during a cruise speed beyond 150mph, perhaps?
Larry has a good solution to that. Another one is to duct tape the
joint (as a relea
I wrote:
> Call me skeptical of thisvery skeptical. Torsional failure of the
> SKIN between front and aft spars in the stub wing area? Really? So
> what?
And the whole premise of the KR is that the load bearing structure of
the KR is the spruce and plywoodthe fiberglass skins are just
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