Re: KR> wheel alignment

[John Martindale via KRnet]

Because the gear legs are angled forward (in the tail dragger), altering
camber also alters toe in and this is further complicated by the weight of
the aircraft, the extent to which the tail is raised and the flex on
landing.lots of factors at work!!

I agree with Larry, zero seems to do just fine.and it has the advantage
of not forcing the legs closer together or further apart as you push or pull
the aircraft around on hard stand. Think of the math...1/16" toe in means
the legs are 1/8" closer per roll of the wheel unless the tyres break their
grip.. 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia
 
ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-boun...@list.krnet.org] On Behalf Of Larry Flesner
via KRnet
Sent: Friday, 27 January 2017 11:35 AM
To: KRnet
Cc: Larry Flesner
Subject: Re: KR> wheel alignment


>Does anyone know of archive information or wish to share regarding 
>wheel alignment for KR tail wheel configurations?
>Wheels straight, toe in or out?  (In level attitude or all wheels 
>down.)  And what about camber?
>How is the handling for width of wheel base vs. length from mains to tail?
>*Gary *

+

Width?  Generally speaking the wider the better and the more length 
from mains to tail wheel the better.

Toe in or toe out?  My experience is neither.   Why  would I want my 
tires scuffing and wearing out prematurely.snip


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KR> Ethanol

[John Martindale]

No need for root beer on tap any more at KR flyin's over there!!

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of andrew via 
KRnet
Sent: Monday, 6 June 2016 1:07 PM
To: krnet at list.krnet.org
Cc: andrew
Subject: KR> Ethanol

Here goes the spoon feed ?Don?t use it?.

 As I?m working on blue prints for the KRSuper1, and getting my outside 
research done. I am settled on one huge taboo of the aviation community. This 
bad boy is going to be tuned and built to run primarily on 
ethanol..SNIP..

KR> Fuselage to wing fairings?

[John Martindale]

Whoops red faces, misread Adam's message..sorry mate you're totally correct.
John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of John
Martindale via KRnet
Sent: Saturday, 28 May 2016 6:58 AM
To: 'KRnet'
Cc: John Martindale
Subject: Re: KR> Fuselage to wing fairings?

Not sure geometry bears that one out, Adam :-)
2piR/4 is less than 2R

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Adam via
KRnet
Sent: Saturday, 28 May 2016 6:23 AM
To: KRnet
Cc: Adam
Subject: Re: KR> Fuselage to wing fairings?

To add my .02 worth. Fillet or not Fillet?
The common target for our KR is light and fast. 
That being said, the less surface area, the less drag. An L shaped corner
has more surface area than a concave "(" shape of same height/length. 

Adam


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KR> Fuselage to wing fairings?

[John Martindale]

Not sure geometry bears that one out, Adam :-)
2piR/4 is less than 2R

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Adam via
KRnet
Sent: Saturday, 28 May 2016 6:23 AM
To: KRnet
Cc: Adam
Subject: Re: KR> Fuselage to wing fairings?

To add my .02 worth. Fillet or not Fillet?
The common target for our KR is light and fast. 
That being said, the less surface area, the less drag. An L shaped corner
has more surface area than a concave "(" shape of same height/length. 

Adam


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KR> Firewall Edge Finish

[John Martindale]

Hi Sid

I just ran a bead of silastic around the top and sides before clamping the
steel and frax to the wall. I left the bottom open just in case something
needed to drain out. All good so far. How close are you to flight again?

John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
KRnet
Sent: Thursday, 12 May 2016 1:10 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: KR> Firewall Edge Finish

What method would be used to finish the firewall edge of a stainless steel 
sheet to keep out water, oil, etc. from getting between the plywood and 
steel sheet, make a neat interface for the cowl and not add excessive 
weight?

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




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KR> Facet fuel pump flare?

[John Martindale]

Hi Paul

I'm curious. How did you manage to flare those short lengths of AN6 tube 
between the pumps etc and still get the fittings on?or am I missing 
something here.

Cheers John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Paul Visk via 
KRnet
Sent: Sunday, 1 May 2016 12:56 AM
To: KR EMAIL BOARD
Cc: Paul Visk
Subject: Re: KR> Facet fuel pump flare?





Paul ViskBelleville Il 618 406 4705 

Sent from my Sprint Samsung Galaxy S? 6.
Pete,  Here's a picture of my firewall with my primary and backup Facet pumps 
all with AN  fittings.  Along with my gascator, fuel pressure and fuel flow 
transmitters. The idea came from the Sonex's Corvair engine installation 
manual.  With this installation there is no pressure ice fuel in the cotpit.  
Paul Visk Belleville Il 618 406 4705 . 
The Facet is part 40108 and is made 3/8" flared and also AN-6.
The Earl's fuel filters are part number 230106 and are AN-6.

The Facet AN-6 is made for the racing world. Here is a link where you can 
get the AN-6 Facets:
https://www.pegasusautoracing.com/productdetails.asp?RecID=84


Mark Jones (N886MJ)
Stevens Point, WI





Mark Your fuel system page shows your Facet fuel pumps connected to fuel 
lines using AN fittings. I spoke with a "tech?" at Facet and he "thought 
they were a 45 deg SAE flare" as they only made fuel pumps for automotive 
use. Had you had any leaks or problems using the 37 deg AN fittings? Did you 
alter the AN fittings to 45 deg?Pete

KR> Wednesday KR2 flight

[John Martindale]

Hey Mark

With figures like that, a lovely looking KR plus a strip you can basically call 
your own, I reckon I'd be putting that other aircraft of yours to bed and 
returning the engine to you know who... there's too much flying for you to be 
done out there as it is :-) 

I noticed the die off in the trees off the bottom end of the runway there and 
imagine that must be due to the emergency fuel dump after your forced landing a 
while back

Cheers John


John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford 
via KRnet
Sent: Friday, 18 March 2016 1:44 PM
To: KRnet
Cc: Mark Langford
Subject: KR> Wednesday KR2 flight

KRnetHeads,

Here's a quick report on a snip

KR> Drilled Bolt Calculation

[John Martindale]

Go a little long and adjust with washers helps :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Matt Quimby
via KRnet
Sent: Monday, 7 March 2016 5:52 PM
To: krnet at list.krnet.org
Cc: Matt Quimby
Subject: KR> Drilled Bolt Calculation

Hello all,

I?ve ordered bolts drilled for castellated nuts several times now,
and I?ve ended up ordering at least a couple that were the wrong length each
time. So I pulled out my calipers and did some checking, and I ended up just
drawing up a spreadsheet to help me get the right stuff the *first* time
from now on. If such a resource already exists, then just ignore this.
However, if you (like me) are confused about how grip and nominal length
translate when you?re using a castellated nut, I?ve uploaded the spreadsheet
and have a link on my blog so you can download it. It?s only got AN3 and AN4
calculated at the moment, but if anyone has other diameter drilled bolts
that they want to measure and send me results, I?ll update the spreadsheet.

Matt Quimby
kr2pilot.blogspot.com


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KR> wing attach fittings.

[John Martindale]

Well I never realised that. Are the KR2S wings also longer than the KR2?

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Tuesday, 2 February 2016 9:54 AM
To: krnet at list.krnet.org
Cc: Mark Langford
Subject: Re: KR> wing attach fittings.

...sheep shears..

I wasn't brave enough to say it without checking, but they are 
Different.The KR2 ...which gave the spars three degrees of
forward sweep.
The KR2S uses only two different aft fittings... which yields 6 degrees
of sweep... 

Snip





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KR> Wood For kRs

[John Martindale]

I actually imported a rough sawn piece of 8" x 2" spruce to Australia through a 
local lumber yard and cut it down and smoothed to size myself. Didn't take very 
long and worked out heaps cheaper. Had to work around a couple of faults in the 
core of the flitch however and have the results inspected. I reckon you lose 
about a third in sawdust and shavings.

We can now use a local timber called Hoop Pine which seems similar to Douglas 
Fir in properties but it wasn't easily available when I started out. It is 
cheaper again. We also have a ply made from it. 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of dfeiger via 
KRnet
Sent: Wednesday, 20 January 2016 2:40 AM
To: krnet at list.krnet.org
Cc: dfeiger
Subject: KR> Woo For kRs

Back in ?81 when I started my KR2 I thought $3.50 per lineal foot of aircraft 
grade Sitka Spruce was a little high so I went to the one and only lumber yard 
here in John Day and bought a clear edge grain board of Douglas-fir snip



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KR> Dual ignition

[John Martindale]

There is another reason (maybe not in most conventional aircraft magneto
systems) also that used to be used by the automotive boys with dual points
and a coil splitter.  

By setting the timing slightly out of phase and running both points
simultaneously, the length of the effective spark can be increased. The
phase shift was achieved by offsetting the point mounting dowells/holes by a
few degrees on the distributor plate. 

A less elegant way is to alter the point gap to vary the dwell but with
conventional coils there is a certain time needed for the coil to energise
which limits the time the points can be open and the dwell extended.

I have heard of one magneto in aircraft being retarded a little to make
starting a little easier but not sure if this is common. 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Flesner via
KRnet
Sent: Monday, 14 December 2015 2:36 PM
To: KRnet
Cc: Flesner
Subject: Re: KR> Dual ignition

At 10:48 PM 12/12/2015, you wrote:
>Concerning Dual ignition: I also get 100 rpm more with both ignitions on.
+

The reason for an rpm increase is because two plugs firing in the 
cylinder gives a better flame front and thus a faster burn.  snip



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KR> Jet Engine in KR

[John Martindale]

There was one owned by Steve Trentman years back also if I recollect. Attached 
is a photo of it. Apologies for the quality but the image has been through my 
computer wringer over the years. Steve did sell it...was it to you Mike??

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 


-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Michael 
Ladigo via KRnet
Sent: Monday, 2 November 2015 11:27 PM
To: Randy Smith; KRnet
Cc: m.ladigo at cox.net
Subject: Re: KR> Jet Engine in KR


Hi Randy, That was me with a modified single seat KR2.snip.. Mike Ladigo

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KR> Vacuum gauge

[John Martindale]

Snip from Mike...I've currently got a vacuum gauge and just want to
fill up the hole with something that provides more useful information.  A
vacuum gauge truly is
uselesssnip.

Why not just reverse the numbers in the vacuum gauge. If you are not going
to turbo-charge then the information portrayed is no different it's just the
face of the dial. 

Zero vacuum is atmospheric pressure circa 29" MP.  Idle vacuum is around 12"
MP.


John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 



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KR> Battery

[John Martindale]

Hi Mike

It's a permanent magnet alternator. It outputs a sine wave AC that is rectified 
to DC electronically by the regulator and then regulated to 14.8 volts. A 
generator puts out DC, the rectification is accomplished physically by the 
commutator and brushes within it. Your PMA won't deliver a charge at idle off a 
direct drive...it doesn't spin fast enough. If it were a field driven 
alternator then things would be different.

Regards John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

H: 02 6658 4767
M: 0403 432179


With the Diehl
> alternator/generator (I've been calling it an alternator but somebody
> just told me it's a generator because it uses magnets) not turning very
> fast, the battery has to carry the load of all the things that are on at
> night when coming in for landing with power at idle. ...snip

KR> permanent magnet alternator isolation relay

[John Martindale]

Folks



Here?s an example photo of a relay used to isolate the AC output on the 
permanent magnet alternator. It is a ?circuit breaker? if you like but driven 
by excess voltage not current.



The black goes to earth, the yellow provides the trigger signal from the 
overvoltage device and the two blue wires I think come from the AC output. I 
think but am not sure are ?crowbared? or shorted together thus effectively 
shutting down the output to elsewhere but alternatively the relay might just 
break the circuit. I?ve forgotten where I found this but it is possibly from an 
older Bob Nuckolls site.



Trust it is not too confusing.



John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph:61 2 6658 4767

m:0403 432179

email:john_martindale at bigpond.com

web site: 



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KR> Electrical System

[John Martindale]

Gday Mark

Yep, I tried a similar system (refer photos) for the alternator some years
ago. These are parts from a Harley. 

I have a similar battery diode system on my Land Cruiser for when I go bush.
Very hard to turn over a large diesel by hand and always good to have power
to run the HF radio in case of emergency (and the beer fridge).

Regards John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Saturday, 3 October 2015 1:04 PM
To: KRnet
Cc: Mark Langford
Subject: Re: KR> Electrical System

The Diehl alternator setup on my plane is the old single phase system, 
and is a permanent magnet ring mounted to the flywheel, with a bunch of 
coils surrounding it (bolted to the case

sheep shears
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KR> Electrical System

[John Martindale]

Hi Sid

I don't think that is a field driven alternator rather it is a permanent
magnet alternator or dynamo. There is no field coil that is energised by the
regulator. It's not needed, the magnets provide the field and it is
unadjustable except by changing engine speed.

The two wires you refer to I suspect are the AC output from the perimeter
coils where the current is induced by movement of the magnet within it. More
than likely they are the same colour (often blue or black). The current flow
is positive in one wire and negative in the other and that reverses many
times as the magnet rotates and the positive and negative poles pass by a
coil. The AC is rectified by the regulator to produce DC which is then
smoothed and regulated to provide 13.8v DC nominal. It is exactly analogous
to the John Deere setup or that found in Harley motorcycles.

You are correct, by disconnecting one or other of the two wires the
alternating current flow is disrupted. However there will now be a very high
voltage drop across the ends instead which has potential to break down your
coil insulation.

Crowbar overvoltage protection concepts and circuit diagrams are provided at
Bob Nuckolls aeroelectric site.

www.aeroelectric.com

I hope this helps you better understand your electrical system.

Regards John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
KRnet
Sent: Saturday, 3 October 2015 8:17 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: Re: KR> Electrical System

I do not know any thing about the John Deer alternators.  The Diehl 
alternator consists of permanent magnet array bolted to the fly wheel, a set

of coils with iron cores bolted to the Diehl adapter case and a quite small 
regulator usually mounted on the firewall.  Two wires from the adapter case 
hookup to the regulator.  One wire is for the field and the other wire is 
for the alternator output.  Without the field wire connected, the alternator

has no snip



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KR> Electrical System

[John Martindale]

Hi folks

Yes, I agree with Paul, the function is too protect the wiring but, in the
permanent magnet dynamo (20amp) setup, the only component capable of
supplying 35amps or more throughout the system wiring is the battery thus
the circuit breaker should be immediately downstream of the battery (not in
the dynamo output where it can never trip thereby providing no insurance).
You can't get blood out of a stone.

Different story with a normal alternator (or a bigger dynamo) that is
capable of supplying 35 amps or more. By all means protect your wiring with
a breaker as per your usual arrangement in aircraft.

A dynamo regulator failure allowing excess unrectified AC or DC voltage
(depending on the failure) to pass into the system is dealt with using an
overvoltage circuit that should drive a relay in the dynamo outputs to
isolate the dynamo.  Excess voltage will not trip a circuit breaker that
relies on current for its function.

It is the load on the circuit from your equipment (as normal or in failure)
that will determine the current flow through the wiring but only up to the
maximum that the dynamo can produce (20 amp rating). Anything more comes out
of the battery (anything up to welding current)!!!.

Your KR must be getting really close now up there in Brissiego the
cowboys :-)

Regards John.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Paul & Karen
Smith via KRnet
Sent: Saturday, 3 October 2015 6:40 AM
To: 'KRnet'
Cc: Paul & Karen Smith
Subject: Re: KR> Electrical System

Hi all,
Circuit breakers and fuses are installed into systems solely to protect the
wiring form too high current that could cause a fire.
Selecting the amp rating of a breaker is a function of the maximum current
carrying capacity of the conductor/insulation pair based on whether it is in
free air or inside a mass bundle.
Using one as the trigger for overvoltage protection might damage the
generator but it will save the many thousands of dollars of other electronic
systems in your plane.
Good insurance I'd say.
Paul.

-Original Message-

Cc: John Martindale
Subject: Re: KR> Electrical System

Hmmm, in which case having a 35amp circuit breaker in its unregulated output
is pointless. 



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KR> Electrical System

[John Martindale]

Hmmm, in which case having a 35amp circuit breaker in its unregulated output
is pointless. It will never trip because the dynamo at 20 amp rating is
incapable of supplying that current in the first place unless it goes into
substantial overspeed.

What should be included is over-voltage protection across the regulated
output that breaks (or shunts) the circuit in the event of regulator
failure. Breaking unregulated output by circuit breaker or simple switch
generates huge voltages in the dynamo coils that could break down the
insulation around the wires in it because the power from the coils spinning
in the non-adjustable non turn offable magnetic field has nowhere else to
go. You should never spin a dynamo without somewhere for the excess power to
go...even if it just literally a "crowbar" across the output.

Alternators are very different because the coils are energised to produce
the field (as opposed to magnet) and can thus be turned off. Spinning of the
armature thus has no output and no adverse impact. 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of
brian.kraut--- via KRnet
Sent: Friday, 2 October 2015 11:39 AM
To: KRnet
Cc: brian.kraut at eamanufacturing.com
Subject: Re: KR> Electrical System

It is a permanent magnet generator.  If I recall correctly it is a John
Deer part.


 Original Message 
Subject: Re: KR> Electrical System
From: John Martindale via KRnet 
List-Post: krnet@list.krnet.org
Date: Thu, October 01, 2015 1:43 pm
To: "'KRnet'" 
Cc: John Martindale 

Hi Sid

What kind of alternator is that VW Diehl alternator? Is it field
regulated
aka most cars or a permanent magnet dynamo with regulator aka the small
John
Deere or Kubota tractors?

Cheers John 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood
via
KRnet
Sent: Friday, 2 October 2015 1:31 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: Re: KR> Electrical System

I have used the Expbus for 5 years on my KR-2. I added a 35 amp circuit 
breaker for the VW Diehl alternator rated at 20 amps. .sheep shears



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KR> Electrical System

[John Martindale]

Hi Sid

What kind of alternator is that VW Diehl alternator? Is it field regulated
aka most cars or a permanent magnet dynamo with regulator aka the small John
Deere or Kubota tractors?

Cheers John 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
KRnet
Sent: Friday, 2 October 2015 1:31 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: Re: KR> Electrical System

I have used the Expbus for 5 years on my KR-2.  I added a 35 amp circuit 
breaker for the VW Diehl alternator rated at 20 amps.  .sheep shears



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KR> Glassing Tiger Gear legs

[John Martindale]

I think when Dan Diehl tested the KR2 unidirectional glass legs that he
manufactured or cut from from Scotchply he found that due to the offset in
angle forward and outwards that there was a tendency for the legs to twist
slightly as they flexed on landing. The glass 45 degree wrapping was
intended to reduce that torsional influence. However, I don't know how
significant either the twist or the wrapping to address it proved to be. Nor
do I have any knowledge of how the Gruman legs would act although because
they are thicker it is possibly even less of an issue. Scotchply has since
been taken over by others (Cyply??) and is hideously expensive.  

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Pete and
Karen Gauthier via KRnet
Sent: Saturday, 12 September 2015 4:51 PM
To: krnet
Cc: Pete and Karen Gauthier
Subject: Re: KR> Glassing Tiger Gear legs

   Phil,



Structurally the added layer is not necessary but it will protect the real
fine uni on the surface.  I added a styrofoam leading and trailing edge then
wrapped with one layer of 7533 (KR cloth) including all the flat surfaces
with bolt holes.  I then filled the flat between the leading and trailing
edge with micro to smooth the contour.



Pete 
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KR> Jim Faughn's engine

[John Martindale]

Yep. I agree Mike. The time lag in getting oil back up the passages to the
front could well accelerate wear on starting up and also lead to delays in
pumping the lifters back up if it had been standing for a prolonged time. I
think the Jabiru engines had some well recognised problems with getting oil
to the high points. I think manually priming the oil system, particularly
after prolonged storage or first start up is most important.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike
Stirewalt via KRnet
Sent: Sunday, 6 September 2015 10:26 PM
To: krnet at list.krnet.org
Cc: laser147 at juno.com
Subject: KR> Jim Faughn's engine

Gene said, 

"Michael, sorry but oil level can't be that high or the crank would be
fighting to get through the oil on every revolution."

Oh well . . . it sure sounded like it made sense.  How about the thought
that when we shut the engine down the oil that's been circulating then
drains thanks to gravity.  If the engine is level, it drains evenly.  At
an angle, it drains to the rear, causing some parts . . . like front
bearings . . . getting drained a little better?

I guess I'll have to give up on this particular idea I've been carrying
around for awhile if you don't think there's anything to it.  Someone
made the point with me some time back and it "sounded" like it made a lot
of sense.

Mike



Buffettb



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KR> Jim Faughn's engine

[John Martindale]

Hi Mike

I could well be wrong here (got no data either) but I don't think the oil
level in the sump reaches up to the main bearings when level. If it did then
the bearings would be running in unfiltered oil in addition to that pressure
fed. Oil would also run up into the cylinders behind the pistons would it
not?

Regards John.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike
Stirewalt via KRnet
Sent: Saturday, 5 September 2015 6:16 PM
To: krnet at list.krnet.org
Cc: laser147 at juno.com
Subject: KR> Jim Faughn's engine

Snip...
I've got a theory that taildraggers need to be propped up so the engines
sit level if they are going to sit for any length of time.  It keeps the
oil from pooling to the rear.  Keeps the cam and front crankshaft
bearings bathed in oil.  It's just a theory I've come up with so no hard
data here but it just makes sense to me...sheep shears



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KR> weight and balance

[John Martindale]

Hi Sid

It is not that the centre of lift for the RAF48 wing has been inaccurately
mapped. That would have been well calculated by the wing designers (not Stu
Robinson) and has little or nothing to do with the aircraft it is put on.
Rather the issue is that the CoG envelope for the KR2 was set too broadly
and perhaps somewhat arbitrarily at 8" to 16".

We know that flight in the rear 2" or so has whiskers on it and in fact in
Australia in the early days the authorities downright banned it.

However, this does not mean that the forward limit at 8" is also incorrect.
I think reducing it to 6" may be ill advised without proper analysis and you
may find difficulty in raising the nose at low airspeeds such as in the
flare.

As I have explained previously you cannot simply equate Centre of Lift with
Centre of Gravity because the balance is the outcome of four vectors, the
other two being thrust and drag. Further, the CoL varies with Angle of
Attack and at the stall moves backwards lending support to a nose down
tendency that aids in recovery. If the CoL is actually 2" further forward as
you claim then this design aspect would be compromised.

I suspect the problem with your aircraft is not the CoL but the fact that it
was tail heavy and too far back in the envelope as you have correctly
addressed. It is not necessarily to do with an inaccurate mapping of the
CoL. Please do not blame the designer for what is essentially a construction
error. There are many KR2s flying without a problem and have been for years.


Cheers John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
KRnet
Sent: Wednesday, 19 August 2015 5:54 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: Re: KR> weight and balance

The KR-2 Plans have a serious error regarding Weight & Balance.  The 
designer, Stu Robinson, chose the RAF48 Center
of Lift 2 inches to far forward..snip



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KR> BRS vs Bean Field

[John Martindale]

Hi Chris

Ya just gotta include all of Mark's bounces...sorry Mark :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Chris Prata
via KRnet
Sent: Saturday, 1 August 2015 2:29 AM
To: KRnet
Cc: Chris Prata
Subject: Re: KR> BRS vs Bean Field

I'm new here so why wouldnt I believe the 27 number. 



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KR> Ballast weight installation

[John Martindale]

Geday Larry

That's because moving a wing around as per the discussion is complicated!!!.
Just moving a weight around is simple by comparison as you say but with 49
lbs in the nose involved in this case I reckon it should be looked at by a
professional.anyhow that's it from me.

Regards John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Flesner via
KRnet
Sent: Tuesday, 12 May 2015 10:31 PM
To: KRnet
Cc: Flesner
Subject: Re: KR> Ballast weight installation

At 03:23 AM 5/12/2015, you wrote:
>I reckon it's bit more complex than just moving the wing.  As a weight
>alone, moving the wing back away from the CoG increases weight on the tail
>for sure. To this extent Mike was correct in his comments on 10th May about
>moving the wing forward to offset the tail heaviness.
>
>However, the centre of lift is also moved backward which could act
>aerodynamically to counteract this which I think is what Sid was getting
at.
++

This issue of W is being made much more complicated than 
necessary.  Kids figure it out every day on the play ground on the 
tedder toter.  The fat kid moves in toward the pivot point or the 
skinny kid moves away from the pivot point to achieve balance.

In our case we want to achieve balance slightly ahead of the Center 
of Lift for stability in the air and then position our landing gear 
to achieve balance on the ground.  In the case of a tail dragger we 
place the gear to give us tail weight and a nose wheel configuration 
we want nose weight on the ground.

Moving the wing back would in fact move weight to the tail but we 
also move the C of L to the rear, thus adding mass forward to the C 
of L, decrease mass aft of the C of L, and making the airplane more 
nose heavy in the air.  Gear placement would have to be considered 
with such a change.  In our case, with the airplane built, we don't 
move the wing but we move other items to get our center of mass 
slightly forward of the C of L, engine, battery, etc.

In case of a gross error in the design or building, balance may not 
be achievable without radical changes.  In our case we know that 
moving the engine mass a few inches forward of the C of L is usually 
enough to correct the problem.  That was with the standard KR with a 
VW engine.  As builders make changes , lengthen fuselage, heavier 
engines, fuel tank changes, balanced elevators, etc., they must take 
in to account this balancing act.  The further you get in to the 
project and realize an error, the harder it is to correct.

So, if the fat kid is setting on the tail, move the skinny kid 
further out on the nose, or make the fat kid lose weight, or make the 
skinny kid gain weight, the options are numerous.  It's as simple as 
that. :-)  Just remember, it's the C of L we need to work around, 
that being basically the C.G. spec's given in the plans.

Larry Flesner 


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KR> Ballast weight installation

[John Martindale]

Hi Ya Jeff

I reckon it's bit more complex than just moving the wing.  As a weight
alone, moving the wing back away from the CoG increases weight on the tail
for sure. To this extent Mike was correct in his comments on 10th May about
moving the wing forward to offset the tail heaviness.

However, the centre of lift is also moved backward which could act
aerodynamically to counteract this which I think is what Sid was getting at.

The extent to which these two interact and are then influenced by the other
two vectors of thrust and drag is what ultimately determines whether the
nose or the tail hits the ground first and whether the elevator has the
authority to control it before it happens.

Sid has added 49 lbs at about say 24" in front which suggests he has about
say 20 in the tail at about 60". It may well be those elevator weights are a
significant part of the problem.

It all seems academic now. Sid will either fly or he won't.

Cheers John 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott
via KRnet
Sent: Tuesday, 12 May 2015 12:35 PM
To: krnet at list.krnet.org
Cc: Jeff Scott
Subject: Re: KR> Ballast weight installation

Hi John,

You are correct in that the fuselage was extended to address elevator
sensitivity and the firewall moved forward to move the engine forward to
make the plane easier to balance.  Sid just stated it a different way by
saying the wing was moved back by 2".  Either statement is correct.  I don't
think the CG envelope changed at all between the 2 and 2S as far as CG range
relative to the wing cord.  

I don't know why Sid's plane is so terribly tail heavy, but adding a ton of
weight to it isn't the way I would go about fixing it.  As someone pointed
out, he has balance weights on the elevator.  Those are really unnecessary
on the KRs.  I'd lose those in a heartbeat.  When I rebuilt the tail on mine
to a much larger elevator and stab, I designed it to accommodate a set of
balance weights, but when it came down to it, I couldn't convince myself to
add 4# of lead to the tail.  

Sid seems determined to fly his plane as equipped.  That seems fool hardy to
me and others have implied the same on the net.  Hopefully he won't hurt
himself in it.

Best regards,

-Jeff



>
> Hi Jeff
> 
> I thought the -2S had the rear fuselage extended to reduce elevator
> sensitivity and had the firewall moved forward to compensate by altering
the
> engine mount position. I can well understand then why you correctly needed
> to add weight up front in various ways without building the firewall
> extension. I wasn't aware that RR changed the CoG envelopes as well to
> reflect any changes to wing position.
> 
> I sincerely hope Sid has a successful flight but I don't understand his
> reluctance to get his conclusions verified by a professional given the
> stakes. To me it's a no brainer given the magnitude of the weights
> apparently needed.
> 
> Regards John
> 
> 
> John Martindale
> 29 Jane Circuit
> Toormina NSW 2452
> Australia
>  
> ph:61 2 6658 4767
> m:0403 432179
> email:john_martindale at bigpond.com
> web site: 
> 
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott
> via KRnet
> Sent: Tuesday, 12 May 2015 4:03 AM
> To: krnet at list.krnet.org
> Cc: Jeff Scott
> Subject: Re: KR> Ballast weight installation
> 
> Sid brings up a good point here, especially for builders that are early on
> in their projects..snip
> 
> 
> 
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> 
> 
> ___
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options
> 

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KR> Ballast weight installation

[John Martindale]

Hi Jeff

I thought the -2S had the rear fuselage extended to reduce elevator
sensitivity and had the firewall moved forward to compensate by altering the
engine mount position. I can well understand then why you correctly needed
to add weight up front in various ways without building the firewall
extension. I wasn't aware that RR changed the CoG envelopes as well to
reflect any changes to wing position.

I sincerely hope Sid has a successful flight but I don't understand his
reluctance to get his conclusions verified by a professional given the
stakes. To me it's a no brainer given the magnitude of the weights
apparently needed.

Regards John


John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott
via KRnet
Sent: Tuesday, 12 May 2015 4:03 AM
To: krnet at list.krnet.org
Cc: Jeff Scott
Subject: Re: KR> Ballast weight installation

Sid brings up a good point here, especially for builders that are early on
in their projects..snip



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KR> Ballast weight installation

[John Martindale]

Agreed, a new mount seems to be the preferred solution and if it has to be
so be it but.why is this particular girl so tail heavy to start
with? How is it built so differently from the KR2 design plans to require
such a change?


John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dan Heath via
KRnet
Sent: Monday, 11 May 2015 7:56 AM
To: 'KRnet'
Cc: Dan Heath
Subject: Re: KR> Ballast weight installation

2" not a problem.  But, yes, if you can do the mount over, that would be
ideal.snip




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KR> Ballast weight installation

[John Martindale]

Get it weighed and balanced professionally!!!

Why is it so tail heavy...there has to be a reason??

It's your life mate.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: 
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
KRnet
Sent: Saturday, 9 May 2015 10:35 AM
To: krnet at list.krnet.org
Cc: Sid Wood
Subject: KR> Ballast weight installation

Completed the installation of 26 pound ballast on the nose gear support 
struts and 23 pounds ballast on the right side engine mount, clamped in 
place with AN4 bolts.  Total ballast is 49 pounds..snip

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KR> Fwd: I had a few visitors this weekend

[John Martindale]

Hey Paul

The photo attached your email is the inside of an eyeball or is some kind of 
mysterious virus at work here :-)

John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com




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KR> Incredible Flying Skills

[John Martindale]

Baheasy. It's hitting the ground that's the hard bit :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Jones
via KRnet
Sent: Thursday, 9 April 2015 7:16 AM
To: KR Net
Subject: KR> Incredible Flying Skills

This is not KR but a 17 year old with amazing RC flying skills. I just had
to pass this on for you to see.
https://www.youtube.com/embed/tzowQtqOM_I


Mark Jones (N886MJ)
Stevens Point, WI

E-mail: flykr2s at charter.net
Web: www.flykr2s.com

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KR> Fuel handling & fires

[John Martindale]

Hi Jeff

What do they use on the big jets when they discharge the bottles by hitting
the big red button...I imagine that would be a gas of some kind.

John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott
via KRnet
Sent: Tuesday, 7 April 2015 11:53 PM
To: nerobro at gmail.com; krnet at list.krnet.org
Subject: Re: KR> Fuel handling & fires


> There are a lot of halon like materials. snip



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KR> GPS artist

[John Martindale]

Hey Mark

Are you trying to be an artist with that GPS tracklooks a bit like
Casper the ghost flying eastwardshow about going for a superman logo
next :-)

Good advice there for Adam and others who should care to listen and learn
from your experiences.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia




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KR> Landing Gear Shims - Where to have made

[John Martindale]

Hi Jeff

I did something similar. I just set the toe in and camber using those offset
washers as required between the axle plate and the leg bracket. Then I just
forced epoxy and flox into the gap until it squeezed out the other side. I
smeared the faces lightly with vaseline to prevent bondage. In situ poured
shims you might say :-)

One other thing..both toe in and camber will vary with aircraft weight
due to the offset angle of the gear legs.

And another..  You need to set both with wheels on ball bearing plates
because the friction of the tyres on hanger floor affects the results
depending on whether the aircraft is rolled forward or backward. 

Too whroo

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott
via KRnet
Sent: Tuesday, 24 March 2015 9:03 AM
To: smwood at md.metrocast.net; krnet at list.krnet.org
Subject: Re: KR> Landing Gear Shims - Where to have made

You guys are supposed to be airplane builders with skills snip



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KR> Sid's ballast

[John Martindale]

Hi Sid



46 lbs of ballast.are you sure?  Seems like a hell of a lot :-).



Did an authorised weight and balance person come up with that amount? If
not, please get one to double check your calcs to be safe.



I'm amazed you managed to fly earlier if it was that heavy in the tail at
the time.



All the best.



Regards John 



 John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph:61 2 6658 4767

m:0403 432179

email:john_martindale at bigpond.com

web site: http://john-martindale-kr2.zxq.net





..and installing 46 pounds of ballast in the engine 

compartment..snip




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KR> Maximum weight

[John Martindale]

Hi folks



I have had my KR2 on the civil register over here since 2002 under our 
experimental category and for the first time our authority has asked me to 
justify my MTOW of 1200lbs (545kg). They are arguing that the max they have on 
record is only 408kg (900lbs).

I would greatly appreciate if people could email me their approved MTOW so I 
can provide them with reasons why today?s KRs frequently fly at weights above 
900lbs. I?ll then post a summary of the replies.



I think they are getting the 900lb from the original approval given to the KR2 
over here prior to experimental coming in over ten years ago. Under the latter 
my understanding is that we can nominate whatever MTOW we like.



Regards John





John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph:61 2 6658 4767

m:0403 432179

email:john_martindale at bigpond.com

web site: http://john-martindale-kr2.zxq.net






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KR> taxi testing

[John Martindale]

Yep. The other is to make throttle changes gradual so that prop torque does
not catch you by surprise on the rudder and send you into a wheelbarrow.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Tuesday, 3 February 2015 9:15 AM
To: KRnet
Subject: KR> taxi testing

Mike Stirewalt wrote:

 > I don't have enough words to describe just how stupid it is to
 > run an aircraft, especially a taildragger, down a runway a high speed
 > unless one is landing or taking off.

I think the stupid part was the full-aft stick and the gusty crosswinds 
during a high speed taxi in a plane known to be very sensitive to 
control inputs.snip



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KR> spoilers

[John Martindale]

I worry about the loss of continuity in the upper skin to make space for the
scissors where the fibreglass attachment to the spar is critical.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Oscar Zuniga
via KRnet
Sent: Tuesday, 20 January 2015 4:24 PM
To: krnet at list.krnet.org
Subject: KR> spoilers

I'm considerably behind the curve when it comes to reading posts to this
list, but I did notice some discussion on spoilers...snip



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KR> Jabiru Australia CASA

[John Martindale]

There is a political aspect to this also.



CASA has limited the Jabiru engine because it is a certified engine, that
is, it is subject to the same rules as your everyday Lycoming  or
Continental.



However, where the engine is in an aircraft registered under our
Experimental or Recreational Light Sport category there seems to be some
contention as to CASA's right to apply the restriction. If shown to be
appropriate, then CASA could have the power to apply it to any non-certified
experimental engine including the VW, Corvair etc commonly used in KRs. This
is seen by many as a regulatory imposition contrary to the very foundation
of the experimental category.



The restriction is apparently based upon some statistical failure rates, the
details of which are not being released, which is making it difficult for
our representatives to provide a balanced response. Importantly the failure
rates quoted so far do not appear to be significantly different to what you
see in other certified engines which makes you wonder why Jabiru is being
singled out. 



The limitation was released in stealth with neither the engine manufacturer
nor any of the home built aircraft organisations consulted beforehand.
However it has significant financial implications for all concerned.



I would like to think that our experimental owners will take note of the
technical issues under discussion and address them appropriately using good
airmanship but the problem at present is that CASA are refusing to elaborate
what they are or justify their position. 



Our country is becoming highly over regulated and a previous CASA director
once famously said "we would have enough work to do even if there were no
aircraft flying". .such is the mind set.sound familiar.



Cheers John



John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph:61 2 6658 4767

m:0403 432179

email:john_martindale at bigpond.com

web site: http://john-martindale-kr2.zxq.net

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike
Stirewalt via KRnet
Sent: Sunday, 30 November 2014 6:40 AM
To: krnet at list.krnet.org
Subject: KR> Jabiru



Someone commented recently on the forum that CASA (Australian FAA) has

limited Jabiru-powered aircraft to day VFR...snip




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KR> Dynel fabric

[John Martindale]

Be interesting to know the tensile strengths for each...looks like mozzie
wire to me :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Monday, 24 November 2014 9:49 AM
To: KRnet
Subject: KR> Dynel fabric

KRnetHeads,

We hear a lot about "dynel" in the old newsletters, .snip



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KR> Glassing The Boat

[John Martindale]

Hi Dan

This stuff is like gossamer or spider web or a Kleenex but half its
thickness and no weavewife thought it was puff pastry or pantie
hose...same stuff???

Regards John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dan Heath via
KRnet
Sent: Sunday, 19 October 2014 9:09 AM
To: 'KRnet'
Subject: Re: KR> Glassing The Boat

I have always called it deck cloth snip

KR> Glassing The Boat

[John Martindale]

Yep. I think that's known as finishing tissue, it's not a cloth or a weave
and you could hardly call it a matt but that what it is. So thin however you
can see clean through it. I used a strip of light cloth about 6" wide along
my ply joins, tissue over the top throughout and just a little filler to
feather it all in. Finished like glass after painting. Obviously a bit
heavier but the tissue uses next to no resin.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net


-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mike T via
KRnet
Sent: Saturday, 18 October 2014 5:59 PM
To: Dan Prichard; KRnet
Subject: Re: KR> Glassing The Boat

Take a look at Tony Bingelis's bookssnip

KR> first sixty KR newsletters link enclosed

[John Martindale]

Excellent Mark. Definitely encourages a re-read. Thank you.

John

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford
via KRnet
Sent: Tuesday, 24 June 2014 12:20 PM
To: KRnet
Subject: KR> first sixty KR newsletters link enclosed

KRnetHeads,

The first 60 KR Newsletters have been scanned and postedscanned

KR> trim tab size

[John Martindale via KRnet]

Round his ankles and set by reference to the nose/water clearance per
specifications :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Pat and Robin
Russo via KRnet
Sent: Thursday, 15 May 2014 12:52 AM
To: Rob Schmitt; KRnet
Subject: Re: KR> trim tab size

And how is that bungee hooked up??
Pat

-Original Message- 
From: Rob Schmitt via KRnet
Sent: Wednesday, May 14, 2014 7:39 AM
To: cruzj12 at frontiernet.net ; KRnet
Subject: Re: KR> trim tab size

I use just a bungee cord to adjust trim forces on my KR2S. Good cheap low 
tech solution. My rear trim tab is ground adjustable and fixed to handle 
just myself and full fuel. The bungee is needed when I have a passenger or 
fuel is getting low.

Rob Schmitt
N1852Z




>
>


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KR> Fuel tank discussion and extra tanks for sale

[John Martindale]

Craig. If your turn is balanced relative big G should still be at right
angles to your tank, the fuel levels should behave identically to when the
tanks are levelnow in a side slip that's when your ports will
uncover...take care in side slips close to the ground.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Craig
Williams
Sent: Sunday, 6 April 2014 2:40 AM
To: KRNet
Subject: KR> Fuel tank discussion and extra tanks for sale

Hi there

Snip..?Also when in a turn wouldn't the low wing tank be sucking
air?.snip

Craig

KR> Ellison Carbueretor Pricing & Compatibility

[John Martindale]

4400rpm static on a turbo charged what?  How inches of manifold pressure
needed to get that?.or do you mean supercharging!!!

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of John Bryhan
Sent: Sunday, 9 March 2014 11:13 AM
To: KRnet
Subject: Re: KR> Ellison Carbueretor Pricing & Compatibility

My EFS 3-A feeds a turbo (draw thru as per Ellison), seems to work well.
But I was never able to get the static rpm I thought I should be getting.
Runs great without a prop, revs to 5000. Add a prop - 3500. Before the 
overhaul
I was getting 42-4400 rpm. ..snip

KR> Fiberglass rookie

[John Martindale]

Mine is the right way round fellas. Polyester does all that is described as
bad and it absorbs water as well unless well sealed.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of John
Martindale
Sent: Thursday, 27 February 2014 9:01 PM
To: 'KRnet'
Subject: Re: KR> Fiberglass rookie

Hi Doran.not using polyester resin are you :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Doran Jaffas
Sent: Thursday, 27 February 2014 6:51 PM
To: krnet at list.krnet.org
Subject: KR> Fiberglass rookie

   Hello folks,
 Fessing up about my snip


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KR> Fiberglass rookie

[John Martindale]

Hi Doran.not using polyester resin are you :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Doran Jaffas
Sent: Thursday, 27 February 2014 6:51 PM
To: krnet at list.krnet.org
Subject: KR> Fiberglass rookie

   Hello folks,
 Fessing up about my snip

KR> Epoxy Question

[John Martindale]

Geday Dan

I used just on 21ltrs of resin and 7ltr of hardener (3:1) and about 4 ltr of
T88. I probably built a bit on the heavy side by enclosing my wing foam on
both sides, using finishing tissue over the ply exterior, and tripling
layers where you step on the wing root to get in.  I bought all mine in one
go but I do agree with Mark, it would have been better to buy smaller
quantities. Mine is a KR2 (not S) and so is smaller than yours. 

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Dan Prichard
Sent: Tuesday, 26 November 2013 2:58 PM
To: krnet at list.krnet.org
Subject: KR> Epoxy Question

How much epoxy (ie gallons) is typically used on a KR2S.  I know there will
a lot of swing in the numbers.  Just looking for an average.

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KR> New Cowl- Props

[John Martindale]

Hi Tim

That's interesting history but further reading reveals they were a composite
in flight adjustable hub usually with birch laminated blades. Production
ceased in Feb 1981 (issue 68) only 18 months later due to hub cracks and
blade separation and the newsletters prior to that had several up for sale.

There are a number of KRs with Corvair 6 cyl engines turning 3 blade
composite props (often Warp Drive - mine included) but I don't know of any
fixed pitch carved wooden three blade props on 4 cyl VWs which is what I
mistakenly thought you were referring to. Those early newsletters are a real
snap shot in time aren't they?  

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Timothy
Witmer
Sent: Thursday, 14 November 2013 1:26 AM
To: KRnet
Subject: Re: KR> New Cowl- Props

KR  Newsletter #50  Aug. 1979   Talked about 3 blade update & Ken Rand
production  of 100  3 blade props to be realeased june that yearsnip

KR> tailwheel bearings

[John Martindale]

Folks



It is possible to grease some sealed bearings by gently prising up the seal lip 
with a syringe needle and injecting grease underneath.



John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph:61 2 6658 4767

m:0403 432179

email:john_martindale at bigpond.com

web site: http://john-martindale-kr2.zxq.net

KR> Tail wheel assembly

[John Martindale]

Hi Ya Phil

Try the end of a Holden spring and a castering supermarket wheel.just
joking

.. but I did use the end of a small lower car spring leaf..the RR
supplied  plate was totally under strength, bent upwards over a short period
and cracked around the bolt hole.

I got custom mount welded by an aviation certified welder in Ballina. Very
reasonable price.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Phillip
Matheson
Sent: Monday, 26 August 2013 8:04 PM
To: KRnet
Subject: KR> Tail wheel assembly

HI guys.

What did you use and where can I find a tail wheel assembly + spring for my 
KR2ss 0200.
I will need a engine mount seen as well.

Phil Matheson
Australia

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KR> broken fuel line and lessons learned

[John Martindale]

Hi Larry

The PMA nipple where that line attaches to the engine block should have a
very small orifice (pin holes size) to minimise oil loss in the event of a
breakage you describe. 

The theory is that the pressure, being equal in a system, is still
transmitted.  Trouble is when the oil is cold this can take some time and
your gauge is slow to register on start up when you really want to know
quickly that pressure is there. Sometimes a light machine oil is put in the
tube after the hole and provided it can't run out, that is, the tube goes
downhill to the gauge, the time lag can be reduced. 

Sometimes the orifice nipple is mistakenly replaced with a normal nipple and
then oil just pisses out.. head for the nearest strip quick :-). 


John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Larry Howell
Sent: Friday, 26 July 2013 2:28 PM
To: KRnet
Subject: Re: KR> broken fuel line and lessons learned




"Jeff Scott"  wrote:

> I thought I would look that up in AC43.13.  It says surprisingly little
about the fuel lines them selves, so now I'm wondering where it is that I
learned that so many years ago?  
> 
> 


> 
> I remember a small copper line from my engine going to the oil pressure
gauge in my FAA certified factory built Mooney breaking and spewing oil onto
a friends legs just before we departed my airport years ago that caused us
to miss a day of flying. If I'm not mistaken I think I remember similar fuel
pressure lines in some of the other factory planes I have owned! I might be
mistaken about the fuel lines though.

> Larry H


>  

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KR> release agent

[John Martindale]

How could you possibly rub and polish the recommended three layers of wax on
top of the PVA without literally tearing it to pieces. When dry it's only
the thickness of a single layer of onion.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
web site: http://john-martindale-kr2.zxq.net
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Lange
Sent: Monday, 8 July 2013 2:16 AM
To: KRnet
Subject: Re: KR> release agent

Brian, 

I supposed you could do it that way but the PVA would come off with the
finished part. I waxed on top of it and the final part was easily removed
with the PVA remaining attached to the plug. 

Jeff Lange
Race 64 - Skye Racer
Blog: http://schmleff.blogspot.com
Youtube Channel: https://www.youtube.com/schmleff

On Jul 7, 2013, at 11:04 AM,  wrote:

> You are supposed to wax and then PVA.snip

KR> Turbo VW Tests

[John Martindale]

Blimey Jeff :-)

Did you have the waste gate clamped down or what? Turbos are normally used
to maintain say sea level MP at altitude but 45" on the ground!! Can't
believe the VW hung in there without at least overheating.

Take care with that kind of power.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of J L
Sent: Monday, 25 March 2013 11:36 AM
To: krnet at list.krnet.org
Subject: KR> Turbo VW Tests

Gents,

Kind of indirectly related to the KR, but it shares the same power
plant in many cases.

I bought a Revmaster turbo kit from them and adapted it to my Sonerai.
With the same prop and engine I saw 2900rpm static in the past. With
the turbo I am getting 3500rpm static on a 52x56 Cloudcars prop.

Here are a couple of videos detailing the install.

First runs without prop: http://www.youtube.com/watch?v=lXIix10Rzmw

Walk around video of the install: http://www.youtube.com/watch?v=n4NKNy3z4Jg

Test run at 45" MAP: http://www.youtube.com/watch?v=3bfpNlt3TLE

Anyway, we will have the KR back in the air in the next week or so.
Looking forward to getting go fly it again.

Jeff Lange

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KR> why not a starter/generator

[John Martindale]

A combination starter/generator would be ideal in theory but issues I see
with the one pictured are:

One, the wire gauge for the starter circuit would need to be larger than the
charge circuit. I doubt very much that 25 amps would allow sufficient
starting torque.

Two, I suspect the pulley belt would not be able to transmit the starting
torque required without slipping or even breaking.

Having said that though I have seen combination units somewhere (??) that
are gear driven.or maybe a toothed belt   

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martindale at bigpond.com

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Craig
Williams
Sent: Wednesday, 6 March 2013 6:06 AM
To: KRNet
Subject: KR> why not a starter/generator

Pondering while waiting for the snow storm


Well I have an unusual situation with mysnip

KR> Chilling demonstration of focus induced blindness

[John Martindale]

Jeez Wayneyou never saw the fourth dot then :-)

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Wayne
Sent: Friday, 16 December 2011 3:09 AM
To: KRnet
Subject: KR> Chilling demonstration of focus induced blindness

Message 2 of 17

List-Post: krnet@list.krnet.org
Date: Dec 14, 2011 6:00 AM

From: Eric j Pitts <eric.pi...@starband.net>

Subject: KR> Fwd: Chilling demonstration of focus induced blindness

Fliars,

 >From Mark O...

Check out this web site demo of a natural phenomenon.  It is fascinating.

I guess this is why the US Navy lookout training handbook teaches observers
to scan using 5 degree eye location shifts every 5 seconds.  A good thing
to remember when we are scanning for VFR traffic.

SOB

http://www.msf-usa.org/motion.html

---
Interesting, but doesn't seem to be much of a problem for me.

I spent about 5 minutes fooling with it, but I didn't see more then an 
occasional drop out on the bottom dot, then only for an instant.
I never saw any drop outs with 2 top dots until I doubled the speed and 
reduced the dot size to about 1/16", then only the right dot, I never 
lost the left one.

Maybe that's why when we were flying traffic watch over dntn Charlotte I 
could spot other acft way sooner then the pilots.

Wayne D.
Charlotte, NC
aka:oldmoparguy

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KR> Prop Tracking

[John Martindale]

Maybe check hub run out to be sure there is no problem there first??

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

KR> Fuel tank pick up and vent

[John Martindale]

Given that 32mm is the diameter of the Rochester carb on just one cylinder
(3) bank on the stock car engine, my feeling is that a single 32mm carb
would be too small to feed both banks (6) especially at higher revs. What do
Aerocarb say?

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Steven Bedford
Sent: Wednesday, 23 November 2011 1:53 PM
To: KRnet
Subject: Re: KR> Fuel tank pick up and vent

Thanks for your input Joe,

I remember reading somewhere on WW site that the 32 would be ok for a stock 
corvair..snip.

KR> Fuel tank pick up and vent

[John Martindale]

Given that 32mm is the diameter of the Rochester carb on just one cylinder
(3) bank on the stock car engine, my feeling is that a single 32mm carb
would be too small to feed both banks (6) especially at higher revs. What do
Aerocarb say?

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Steven Bedford
Sent: Wednesday, 23 November 2011 1:53 PM
To: KRnet
Subject: Re: KR> Fuel tank pick up and vent

Thanks for your input Joe,

I remember reading somewhere on WW site that the 32 would be ok for a stock 
corvair..snip.

KR> Prop

[John Martindale]

I replaced mine with a 3 blade flight adjustable Bolly turning the other
direction when I went to a psru gearbox. I still have my Warpdrive in case I
go back to direct drive with 5th bearing.

John

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Steven Bedford
Sent: Tuesday, 22 November 2011 1:25 PM
To: kr...@mylist.net
Subject: KR> Prop

I was wondering if anybody is still using a 3 blade warp drive
prop with a corvair engine? Possibly John Martindale

.snip..

KR> Fuel tank pick up and vent

[John Martindale]

I've had no experience with Aerocarbs. I suspect it might given they are
reputedly a calibrated "fuel leak" but I don't know. Guess it depends on the
diameter of the vent and thus the amount of pressurisation. Someone else
might chime in or you should contact the manufacturer for the definitive
opinion. A simple vent in a cap will leak if upside in a prang. Use an
aircraft designed one. I think these have some kind of a rubber flap
arrangement that prevents this. Check out Aircraft Spruce.

John

I will be running a areocarb on a corvair engine and was wondering
if running ram pressure into the vent of the header tank will cause a
problem with this carb.  Should I be using just a vented cap instead.


Steven Bedford
Kr2s builder   

KR> Fuel tank pick up and vent

[John Martindale]

Consider leakage and fire risk in event you nose over.

Vent needs to loop above and then below the fuel level to prevent this.
Refer Bingalis book.
Don't vent to slipstream or suction can empty your fuel tank.

If pointed into wind remember the ram pressure will affect your fuel
delivery and some carbys are sensitive to this.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

KR> Fuel tank pick up and vent

[John Martindale]

Consider leakage and fire risk in event you nose over.

Vent needs to loop above and then below the fuel level to prevent this.
Refer Bingalis book.
Don't vent to slipstream or suction can empty your fuel tank.

If pointed into wind remember the ram pressure will affect your fuel
delivery and some carbys are sensitive to this.

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Joe Beyer
Sent: Friday, 18 November 2011 4:38 PM
To: kr...@mylist.net
Subject: KR> RE: Fuel tank pick up and vent


Snip> Your thoughts and ideas are welcomed.

Roger:  Me too emails are discouragedremember you are posting to over
600 members.

KR> POT OHM OR K?

[John Martindale]

Well actually Jeff, the current in the circuit stays the same. Refer

http://www.allaboutcircuits.com/vol_1/chpt_5/2.html

The brightness is a function of power (watts) which equals volts times amps.
Since amps remain the same, a resistor/rheostat drops the voltage across the
bulb thus dimming it. The associated voltage drop across the resistor times
the amps equals the watts that the resistor must give off as heat. The sum
of the voltage drops must equal the voltage of the battery (12volts).

In summary, electrons out of a battery terminal equals electrons in at the
other. Those little fizzers have to go somewhere :-).

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Jeff York
Sent: Wednesday, 19 October 2011 2:46 AM
To: KRnet
Subject: Re: KR> POT OHM OR K?

Ok, It has been a long time since I was in Electrical Engineering 101.
.snip

KR> POT OHM OR K?

[John Martindale]

Well actually Jeff, the current in the circuit stays the same. Refer

http://www.allaboutcircuits.com/vol_1/chpt_5/2.html

The brightness is a function of power (watts) which equals volts times amps.
Since amps remain the same, a resistor/rheostat drops the voltage across the
bulb thus dimming it. The associated voltage drop across the resistor times
the amps equals the watts that the resistor must give off as heat. The sum
of the voltage drops must equal the voltage of the battery (12volts).

In summary, electrons out of a battery terminal equals electrons in at the
other. Those little fizzers have to go somewhere :-).

John Martindale
29 Jane Circuit
Toormina NSW 2452
Australia

ph:61 2 6658 4767
m:0403 432179
email:john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Jeff York
Sent: Wednesday, 19 October 2011 2:46 AM
To: KRnet
Subject: Re: KR> POT OHM OR K?

Ok, It has been a long time since I was in Electrical Engineering 101.
.snip

KR> Tornados

[John Martindale]

Folks



I have just seen some absolutely terrible footage of the tornados over there. 
My best wishes to each and any of you guys and your families affected. I would 
like to donate something to a worthy and relevant cause if someone could please 
forward me some details off line. Global nature seems most displeased at 
present.



Thinking of you fellas, John 





John Martindale

29 Jane Circuit

Toormina NSW 2452

Australia



ph: 61 2 6658 4767

m:  0403 432179

email:  john_martind...@bigpond.com

KR> my corvair

[John Martindale]

Dyno models suggest 110hp can be obtained from the stock 2700cc WW
conversion with OT10 cam at 3500-4000rpm with max torque below that around
3000-2500rpm. Question is can you spin your prop tips that fast..depends on
diameter and ground clearance?? I don't think the extra effort/money you
propose for 150cc increase is worth it. If you are going that way, why not
go to 3100cc as Mark L has done but bear in mind there is a lot of expertise
and care needed to do this.



John Martindale

29 Jane Circuit

Toormina NSW 2452

AUSTRALIA



PH:61 2 6658 4767

M:  0403 432179

email: john_martind...@bigpond.com.au



  _  

Snip...Any insight would be appreciated.

Craig
www.kr2seafury.com




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KR> KR Hinges?

[John Martindale]

Hi Steve and Pete



Just wondering where you got this 5 hinge requirement from? It may have
applied under the old Australian ABAA (Amateur Built Aircraft Approval) but
I don't recall it.  In any case the ABAA is now obsolete and replaced by
Experimental. Under the latter, provided you can convince your Authorised
Person that it is safe (normally by reference to the manufacturer's plans)
then you should get a CoA. My KR2 has the stock three hinges per the plans
and has an experimental CoA. Search the archives for more info on 5 hinges,
the topic has been discussed previously. One point to consider is the hinge
pin alignment/bind when the tail plane or elevator flexes.



Under the Australian Experimental, the only government approvals you need
comply with are:



1.  An approved maintenance schedule, either your own one, the
manufacturers, or CASAs.

2.  Airworthiness Directives of which there are none for the KR2
specifically only general ones relating the engine, prop, cables, radios,
timber inspections, seat belts etc etc.

3.  The conditions on your CoA imposed by the Authorised Person (the
government's delegate).



You can also do your own maintenance if you built the aircraft but I
understand this is likely to change in the New Year unless you have
completed the SAAA maintenance procedures course...that reminds me, I'd
better do the open book exam this weekend...g.



See Ya John



...snip..

KR> outboard wing tanks

[John Martindale]

Craig, yes they have. Search the archives. Spin recovery with the extra
weight on the tips versus rudder effectiveness, aileron effectiveness in
lifting the tip at low airspeeds and fuel lift from the lower tank in an
unbalanced steep turn are two issues to think hard about. Also if you drop a
wing on landing the tip is the last place you want leaks and sparks. You can
get well over 100 litres in the standard KR tank plus stub tanks and the
inner part of the outer wing between spars. That's 4 to 5 hours flying
depending on your engine size..why go to tip tanks??



John Martindale

29 Jane Circuit

Toormina NSW 2452

AUSTRALIA



ph: 61 2 6658 4767

mobile: 0403 432179

email: john_martind...@bigpond.com

  _  

From: krnet-bounces+john_martindale=bigpond@mylist.net
[mailto:krnet-bounces+john_martindale=bigpond@mylist.net] On Behalf Of
Craig Williams
Sent: Monday, 25 October 2010 1:03 PM
To: kr...@mylist.net
Subject: KR> outboard wing tanks



Still thinking about fuel tanks.  I have seen at least 3 KR's in South
Africa with tip tanks.  It's a thought but I was looking at my RAF48 skins
and wondered if anyone has used the wing outboard of the spars to create an
internal tank.  My rough calc puts the volume at 10 gallons.

Craig
www.kr2seafury.com




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KR> Fw: Object lesson - God's Grace

[John Martindale]

Yes, it was a shocker and I apologise for having a bad day down here and to
everyone, especially Mark L for violating the etiquette. I will endeavor to
restrain myself more in future. 



However, over the years I have been on this site have seen increasing
amounts of this sort of thing. In my view there is no place for religious
zealotry on this site. It would be easy for many of us to espouse our views
in this respect and clog up the system for good..but we don't.



Similarly I think it is inappropriate to introduce un-researched idealistic
design changes that have dangerous implications for any who may choose to
copy. There are numerous implications of drop tanks on stall, centre of
gravity, spar loading, side slip uncovering ports, venting, ground
clearance, drag and air flow over the flaps, ailerons and tail. I suspect
most of us are insufficiently qualified to even begin thinking about these
matters. There are many KRs flying and none need such tanks as far as I
know. So Craig, if you're going to do it please get expert advice and when
you have it come back and talk from a more learned base. I think you'll find
most will advise against it.



Folks, please talk about KR construction and not God or drop tanks on Sea
Furys..in other words stick to what is real and achievable. 



I would also like to thank those of you who have privately indicated support
for what I said.



John Martindale

29 Jane Circuit

Toormina NSW 2452

AUSTRALIA



ph: 61 2 6658 4767

mobile: 0403 432179

email: john_martind...@bigpond.com

  _  

From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Craig Williams
Sent: Saturday, 23 October 2010 12:25 AM
To: KRnet
Subject: RE: KR> Fw: Object lesson - God's Grace



Well that's not very nice.  Having a bad day down under are we?  LOL

--- On Fri, 10/22/10, John Martindale <john_martind...@bigpond.com> wrote:

From: John Martindale <john_martind...@bigpond.com>
Subject: RE: KR> Fw: Object lesson - God's Grace
To: "'KRnet'" <kr...@mylist.net>
List-Post: krnet@list.krnet.org
Date: Friday, October 22, 2010, 11:41 AM

Piss off mate and the same to those who want to install drop tanks.



John Martindale

29 Jane Circuit

Toormina NSW 2452

AUSTRALIA



ph: 61 2 6658 4767

mobile: 0403 432179

email: john_martind...@bigpond.com

  _ 

From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Charles Burkholder
Sent: Wednesday, 20 October 2010 9:54 AM
To: KRnet
Subject: KR> Fw: Object lesson - God's Grace
























God's Grace

What is mentioned here appears to be a
shame, but the message is very true. I hope you are all blessed by this
story. I wonder how many people will delete this without reading it because
of the title.

There once was a man named George Thomas, a
pastor in a small New England town. One Easter Sunday morning, he came to
the Church carrying a rusty, bent, old bird cage and set it by the pulpit.
Eyebrows were raised and as if in response, Pastor Thomas began to speak . .
. 

"I was walking through town yesterday when I
saw a young boy coming toward me swinging this bird cage. On the bottom of
the cage were three little wild birds, shivering with cold and fright.

I stopped the lad and asked, "What do you
have there, son?"

"Just some old birds," came the reply.

"What are you going to do with them?" I
asked. 

"Take 'em home and have fun with 'em," he
answered. "I'm gonna tease 'em and pull out their feathers to make 'em
fight. I'm gonna have a real good time."

"But you'll get tired of those birds sooner
or later. What will you do then?"

"Oh, I've got some cats," said the little
boy. "They like birds. I'll take 'em to them."

The pastor was silent for a moment. "How
much do you want for those birds, son?"

"Huh?! Why, you don't want them birds,
mister. They're just plain old field birds. They don't sing. They ain't even
pretty!"

"How much?" the pastor asked again.

The boy sized up the pastor as if he were
crazy and said,"Ten dollars?"

The pastor reached in his pocket and took
out a ten dollar bill. He placed it in the boy's hand. In a flash, the boy
was gone. The pastor picked up the cage and gently carried it to the end of
the all

KR> Fw: Object lesson - God's Grace

[John Martindale]

Piss off mate and the same to those who want to install drop tanks.



John Martindale

29 Jane Circuit

Toormina NSW 2452

AUSTRALIA



ph: 61 2 6658 4767

mobile: 0403 432179

email: john_martind...@bigpond.com

  _  

From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Charles Burkholder
Sent: Wednesday, 20 October 2010 9:54 AM
To: KRnet
Subject: KR> Fw: Object lesson - God's Grace
























God's Grace

What is mentioned here appears to be a
shame, but the message is very true. I hope you are all blessed by this
story. I wonder how many people will delete this without reading it because
of the title.

There once was a man named George Thomas, a
pastor in a small New England town. One Easter Sunday morning, he came to
the Church carrying a rusty, bent, old bird cage and set it by the pulpit.
Eyebrows were raised and as if in response, Pastor Thomas began to speak . .
. 

"I was walking through town yesterday when I
saw a young boy coming toward me swinging this bird cage. On the bottom of
the cage were three little wild birds, shivering with cold and fright.

I stopped the lad and asked, "What do you
have there, son?"

"Just some old birds," came the reply.

"What are you going to do with them?" I
asked. 

"Take 'em home and have fun with 'em," he
answered. "I'm gonna tease 'em and pull out their feathers to make 'em
fight. I'm gonna have a real good time."

"But you'll get tired of those birds sooner
or later. What will you do then?"

"Oh, I've got some cats," said the little
boy. "They like birds. I'll take 'em to them."

The pastor was silent for a moment. "How
much do you want for those birds, son?"

"Huh?! Why, you don't want them birds,
mister. They're just plain old field birds. They don't sing. They ain't even
pretty!"

"How much?" the pastor asked again.

The boy sized up the pastor as if he were
crazy and said,"Ten dollars?"

The pastor reached in his pocket and took
out a ten dollar bill. He placed it in the boy's hand. In a flash, the boy
was gone. The pastor picked up the cage and gently carried it to the end of
the alley where there was a tree and a grassy spot. Setting the cage down,
he opened the door, and by softly tapping the bars, persuaded the birds out,
setting them free.

So, that explained the empty bird cage on
the pulpit, and then the pastor began to tell another story.

One day Satan and Jesus were having a
conversation. Satan had just come from the Garden of Eden, and he was
gloating and boasting.

"Yes, sir, I just caught a world full of
people down there. Set me a trap, used bait I knew they couldn't resist. Got
'em all!"

"What are you going to do with them?" Jesus
asked.

Satan replied,"Oh, I'm gonna have fun! I'm
gonna teach them how to marry and divorce each
other, how to hate and abuse each other, how
to drink and smoke and curse. I'm gonna teach them how to invent guns and
bombs and kill each other. I'm really gonna have fun!"

"And what will you do when you are done with
them?" Jesus asked.

"Oh, I'll kill 'em," Satan glared proudly.

"How much do you want for them?" Jesus
asked.

"Oh, you don't want those people. They ain't
no good. Why, you'll take them and they'll just hate you. They'll spit on
you, curse you and kill you. You don't want those people!"

"How much? Jesus asked again.

Satan looked at Jesus and sneered, "All your
blood, tears and your life."

Jesus said, "DONE!"

Then Jesus paid the price.

The pastor picked up the cage and walked
from the pulpit.




I pray that everyone who sends this on, G

FW: KR> KR2 ARTICLE-KITPLANES NOV 2010

[John Martindale]

Hi Glenn

Yeh. I think you did but I don't just what :-)

I'm pretty sure a bolt in double shear apparently is proportionately
stronger than two single ones in single shear of the same dia. I presume the
Australian authorities knew what they were on about when they insisted on
thisbut then again I'm known for my dislike of the buggers.

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA
ph: 61 2 6658 4767
mobile: 0403 432179
email: john_martind...@bigpond.com

snipDid I miss somthing in physics class?

-- 
Glenn Martin (N5PQ)
Martek Mississippi Electronic Repair
13238 Hudson-Krohn Rd.
Biloxi, MS, 39532
rep...@martekmississippi.com


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05:05:00

FW: KR> KR2 ARTICLE-KITPLANES NOV 2010

[John Martindale]

Hi Mark

A long time ago before "experimental" came along (like in the 1980s), the
Australian authorities did mandate a change to the bolt arrangement that
specified a spacer tube between each pair of WAFs and a longer single
through bolt instead of two short independent bolts. 

I think this reflects a better engineering solution with respect to shear
forces but having said that there were no instances of any failures at the
time and I know of none since under the original RR arrangement.

The Aussie authorities mandated a number of things back then that are now
superceded by experience or supply (like glues and Dynon cloth) but several
remain valid, eg., flight in the rear 2" of CoG envelope.

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767
mobile: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Langford
Sent: Friday, 1 October 2010 3:54 AM
To: KRnet
Subject: Re: KR> KR2 ARTICLE-KITPLANES NOV 2010

I met Bob Grimstead while in Perth.  He's a nice guy, likes to write "flight

test" articles for Aussie and US magazines, but apparently he's not 
qualified to speak to the integrity of the KR wing attach system.  The 
Aussies have dictated a couple of changes to KRs built and flown there, but 
"improving" the WAFs isn't one of them, as far as I know.

..snip.

KR> Wing sweep question.

[John Martindale]

Hi Larry

I think Pete is saying the 25% chord line is swept forward slightly as it
progresses outwards NOT the leading edge of the wing. The former being
determined by the ratio of the leading edge angle to the trailing edge angle
where the latter is proportionately greater. Nonetheless it is an
interesting characteristic that we haven't known about or commented on
before to my knowledge.

I think the KR sensitivity that some allude to stems mainly from the short
fuselage and tail (maybe less so in the S series). My bird is stable as
anything at the moment stuck in the hangar waiting for me to re do the cowl
to suit the prop gearbox.


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767
mobile: 0403 432179
email: john_martind...@bigpond.com

KR> Mains possition

[John Martindale]

Hi Barry

I'm no aeronautical engineer but it seems to me you need to get more weight
forward of the CoG and this is not achieved by moving the wheels. Once the
wheels have left the ground their position becomes irrelevant and if you
can't get the tail up with forward stick at that point then it is because
the CoG is too far back or your elevator is rigged wrongly or too small to
be effective.

Wheel location is more to do with tendency to ground loop I think because if
the CoG is too far behind the axles then it can more easily overtake the
wheels in a loop.

I just feel a bit uneasy about your solution and suggest some expert advice
might be timely.

Regards John 

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767
mobile: 0403 432179
email: john_martind...@bigpond.com
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Barry Kruyssen
Sent: Monday, 12 July 2010 8:07 AM
To: 'KRnet'
Subject: KR> Mains possition

Hi

When I crashed my KR2 4 years ago, during the rebuild I move the mains
forward to give more weight on the tail wheel when empty.  This worked fine
solo.

2 up there is too much weight behind the CofG and the main wing started to
fly before the tail plane.  Full forward stick and the tail was still on the
ground and with the angle of attack and ground affect the aircraft lifted
off the ground in a very nose high attitude and mushed there, tail still on
the ground. I pulled the power and it flopped back on the ground.  No one
hurt, no damage to the KR2.

I need to move the mains back, but how far? 

The question to you tail dragger builders with non stock KR2 undercarriage,
is how far in front of the CENTER of the CofG is the center of the axle with
the plane in the flying attitude?

Thanks
Barry Kruyssen
k...@bigpond.com



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04:36:00

KR> KR-2 around the world!

[John Martindale]

Well they got to our airport in Coffs Harbour Australia a least on a Jabiru
2200.

John

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Monday, 3 May 2010 7:42 PM
To: 'KRnet'
Subject: RE: KR> KR-2 around the world!

Those are a couple of brave souls.  I wonder if they ever made that flight
around the world?  Also, does anyone know what engine they had in the KR?
It did not sound like a VW.

KR>Vacuum

[John Martindale]

Hi Paul

Do you really need 90amps. Be nice if one existed on the newer mini
alternators though. 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of pk.sm...@bigpond.net.au
Sent: Friday, 26 February 2010 1:19 PM
To: KRnet
Subject: RE: KR>Vacuum

Most small Japanese diesel RVs have them. .snip

KR> Antenna Questions/Carbon Fibre/Graphite

[John Martindale]

Well I think the current will be carried on the outside of the tube or
copper spiral (faraday effect) just as I seem to remember reading vaguely it
is in solid wire???.if so then the conductivity of the internal
structure would seem largely  irrelevant unless groundedhmmm 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-bounces+john_martindale=bigpond@mylist.net
[mailto:krnet-bounces+john_martindale=bigpond@mylist.net] On Behalf Of
Glenn Martin
Sent: Wednesday, 10 February 2010 3:32 PM
To: KRnet
Subject: Re: KR> Antenna Questions/Carbon Fibre/Graphite

Mark Langford wrote:
>  just use something else to
> stick your copper tape to and get in the air that much quicker...
>   
< I second that motion

--
Glenn Martin



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19:35:00

KR> Interesting flight

[John Martindale]

Seems appropriate given all the talk on auto fuel. It is not unusual for
Australians to do this out back when needing fuel. Just taxi up to the
bowser and walk across the road to the pub. John 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-bounces+john_martindale=bigpond@mylist.net
[mailto:krnet-bounces+john_martindale=bigpond@mylist.net] On Behalf Of
Mark Langford
Sent: Monday, 8 February 2010 2:25 PM
To: KRnet
Subject: KR> Interesting flight

NetHeads, 

.. I've always wondered if I could land on a road, and now I know I can.
...

KR> Tail wheel/rudder interconnection

[John Martindale]

It is also very difficult to measure because it varies with weight and tail
attitude. Rolling the wheels along forwards on concrete with toe in leads to
the legs being pulled in which also alters it. It really needs to be done
consistently on a flat plate on ball bearings to remove all friction between
tyre and concrete.


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Barry Kruyssen
Sent: Wednesday, 23 December 2009 2:13 PM
To: 'KRnet'
Subject: RE: KR> Tail wheel/rudder interconnection

Zero toe in and zero camber are the what we are aiming for.

But our toe in changes with the forward movement because of our suspension
design. 

snip

KR> Wing Removal

[John Martindale]

I learnt quickly to drain the fuel out of the other wing first otherwise the
she assumes a bank angle of around 20 degrees when the wing comes off.


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Saturday, 24 October 2009 10:17 PM
To: 'KRnet'
Subject: RE: KR> Wing Removal

Great idea John

See N64KR at http://KRBuilder.org - Then click on the pics See you at the
2010 - KR Gathering in Richmond, Ky - I39 There is a time for building and a
time for FLYING and the time for Flying has begun.
Daniel R. Heath - Lexington, SC

-Original Message-
Subject: RE: KR> gap between wings

I think the plans are silent on removal all together.

I use two cheap adjustable office swivel seats (backs removed) on castors
under the wing to support it using the height adjustment to reflect the
dihedral. Then I remove all four bolts, fuel lines etc and just wheel the
wing out. 


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06:43:00

KR> Wing Removal

[John Martindale]

Thanks Dan.I presume you are referring to the drinking beer part :-) 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Saturday, 24 October 2009 10:17 PM
To: 'KRnet'
Subject: RE: KR> Wing Removal

Great idea John

snip

KR> gap between wings

[John Martindale]

I think the plans are silent on removal all together.

I use two cheap adjustable office swivel seats (backs removed) on castors
under the wing to support it using the height adjustment to reflect the
dihedral. Then I remove all four bolts, fuel lines etc and just wheel the
wing out. Simple and the seats are used for beer drinking outside the
hangar at other times.  


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-bounces+john_martindale=bigpond@mylist.net
[mailto:krnet-bounces+john_martindale=bigpond@mylist.net] On Behalf Of
Phillip Matheson
Sent: Saturday, 24 October 2009 12:04 PM
To: KRnet
Subject: Re: KR> gap between wings

How do you do this when the bottom bolts in main and rear spar are not in
alignment (as per the plans)?
-
Good question
Can not find anything in the plans to say not to as yet?


Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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06:56:00

KR> gap between wings

[John Martindale]

Hey Phil

How do you do this when the bottom bolts in main and rear spar are not in
alignment (as per the plans)?

If the wing pivots downwards on them they must align otherwise one or other
will bind and strain the WAFs.  


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: john_martind...@bigpond.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Phillip Matheson
Sent: Saturday, 24 October 2009 7:32 AM
To: KRnet
Subject: Re: KR> gap between wings

Then make some good gap covers like the ones you can see at:
http://krbuilder.org/WingGapCovers/index.html
---

I too left extra room as Dan did.
I can remove the top WAF bolts, and lower the wing tip onto the ground or
something soft, then remove the bottom bolts and lower the wing to the
ground, very easily, but only do this at annual inspections. or if a problem
my comes up.
I too made covers similar to Dan's, very easy to do. Mine have 4 screws each
holding them on.




Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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see other KRnet info at http://www.krnet.org/info.html 


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06:56:00

KR> Center of Gravity and Prop Spinners

[John Martindale]

Also much lighter and less susceptible to fatigue crack around the the
cutouts. No ugly rivets and doublers needed. Check out Aircraft Spruce, they
have some well priced ones if you worry about making one yourself. 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-bounces+johnjanet=optusnet.com...@mylist.net
[mailto:krnet-bounces+johnjanet=optusnet.com...@mylist.net] On Behalf Of
Mark Langford
Sent: Tuesday, 9 June 2009 5:15 AM
To: KRnet
Subject: Re: KR> Center of Gravity and Prop Spinners

One more thing on fiberglass spinners...snip

KR> (no subject)

[John Martindale]

I don't know about the 62" Warp but my three blade 54" weighs in at 1974gms
for the hub and 842gms for each of the blades. Total is 4.32 kg or only 9.5
lbs. I just replaced the Warp blades with Aussie Bollies (similar to Kool
blades) which turn the other way due my new gearbox. These are 60" yet weigh
only 684gm each which, with the same hub gives only 3.85 kg or 8.5 lbs. I
doubt you can get lighter ones. I sent a photo of the two blade types to
Mark L a while back which came from Murray Green in Canada.

I think 2 blade on 4 cylinders could have less balance/vibration issues than
a 3 blade if clocked correctly. Similarly a 3 blade on a 6 cylinder might be
inherently betterjust a personal view...no evidence here William...sorry
:-)   

We've had several instances of VWs (and 4 cyl Jabirus for that matter)
disliking composite 3 bladers.

See Ya

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of STEVE bennett
Sent: Friday, 29 May 2009 11:42 PM
To: krnet
Subject: KR> (no subject)


If the prop has an aluminum hub to support the blades, I would not use it on
a direct drive VW.  5 knows failures of Warp Drive 3 blade props on direct
drive VW based engines, personal experience over 28 years.  Unclear wheather
its torsional vibration or simply overloading the crank because of the
spinning weight, or a combination of both.  The 3 blade Warp Drive 62" props
weigh in at about 13 lbs if memory serves.  



During airboats years, I did run a Power Fin 3 blade on a stock 1600 cc
pusher for about 50 hours. The Power Fin  weighed 7 lbs. The big difference
is in the weight of the blades. Not enough running time to draw a
conclusion.

Steve Bennett

ifly...@msn.com




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17:53:00

KR> Fuel Venting on Canopy

[John Martindale]

Geday Mitch

A low pressure area near the lower front canopy is often caused by the air
flowing over and around the upper part. Is it possible the vent lies in this
critical area and prop wash is causing the drop in pressure. Mark Langford
has some wool streamers photos that clearly illustrate a flow reversal in
this area. Don't fly until you have it sorted.

Regards John 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of mitch hargin
Sent: Monday, 25 May 2009 3:11 AM
To: kr...@mylist.net
Subject: KR> Fuel Venting on Canopy

I am test flying a newly purchased Tri Q2.  On rollout fuel started venting
all over the canopy, lots of fuel.  It has a forward facing vent on top of
the header tank close to the canopy.  The header tank guage showed about an
inch from being full.  The main fuel tank cap is not vented.  There is a
quarter turn shut off valve from the header to the main tank which seems to
drain fuel from header to main.  It didn't seem to matter which way it was
set.  Also didn't seem to matter whether the fuel pump was on or off.  Any
ideas on what is causing this?
Mitch Hargin
N311DM Tri Q2
VW 2600
Clarinda, IA



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08:16:00

KR> Venturi on a KR2S

[John Martindale]

One of the concerns with a venturi system is that it produces less suction
at low speed and hence it takes longer to spin up a gyro to its operational
speed, that is, a venturi is at its worst on takeoff when the need for
attitude guidance can be at its most critical. I think it is important to
have a vacuum gauge linked to a venturi so you can be sure you have
sufficient (usually about 5") to run your system reliably.  


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-bounces+johnjanet=optusnet.com...@mylist.net
[mailto:krnet-bounces+johnjanet=optusnet.com...@mylist.net] On Behalf Of
John Gotschall
Sent: Tuesday, 24 February 2009 2:30 PM
To: KRnet
Subject: Re: KR> Venturi on a KR2S



You can try the method I used,

look at the last few pics on the main page (internet exploder users may have
to go right rather than down to see the pics) and look for a link to
"vaccuum system" at

http://www.mykr2.com

belt driven vaccuum pump vw2100 all home brew.

turns the pump at 2500 rpm when the crank turns 3800.


jg

turbo 2180 kr2, N611GB
Puyallup, WA



On Mon, 2009-02-23 at 18:40 -0500, Gary Shubert wrote:
> >  I've been struggling to find a way to drive my vacuum pump on my
KR2S...
> 



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18:22:00

KR> Gas Struts

[John Martindale]

Hi Robin

I took mine to a strut regasser to decompress them. It only took a minute
with the right gear and cost nothing. You can't go too far or the seals will
start to fail and before you know it they have to be pumped up again. 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 6658 4767 (H)
mob: 0403 432179
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Robin Macdonald
Sent: Wednesday, 18 February 2009 9:25 AM
To: KRnet
Subject: KR> Gas Struts

Hi Guys,

I'm after some help with gas struts..snip

KR> cam

[John Martindale]

Hi Mark

Has WW confirmed his views to you on this matter as implied in his
"cam-unicate" email dated 6 November to Corvaircraft? 

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Jones
Sent: Tuesday, 25 November 2008 11:54 PM
To: KRnet
Subject: Re: KR> cam

Yes, I have talked with them ..snip

KR> Re: Corvair Engine Ebay- Australia

[John Martindale]

Not really mate considering freight from the USA would be at least $700. 


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
email: johnja...@optusnet.com.au
web:www.members.optusnet.com.au/johnjanet/Martindale.htm

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Phil Matheson
Sent: Wednesday, 22 October 2008 1:31 PM
To: KRnet
Subject: KR> Re: Corvair Engine Ebay- Australia

Item number: 320311822716


This seem a bit to many $$$. to me.

Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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2:10 PM

KR> Brake suggestions?

[John Martindale]

Great Planes Aircraft hydraulic discs. Good value and work well. Check their 
website

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417 584767
email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Dennis Dyer" <k...@mtnguy.com>
To: <kr...@mylist.net>
Sent: Saturday, July 29, 2006 5:47 AM
Subject: KR> Brake suggestions?


>
>
> I'm looking of suggestions for a brake replacement.  There are presently 
> "go cart" type brakes on my KR.  They just rub on one side of the rotor. 
> I'd like to replace them with something more reliable and firm.  Thanks 
> for any ideas.
>
> Dennis Dyer
> Pine, CO
>
> _
> Get your free e-mail address  http://www.mtnguy.com
>
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KR> Re: KR Fuel Indication problem

[John Martindale]

Might be voltage regulation is astray. Higher in the air under high rpm than 
on the ground.

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417 584767
email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> another YeeeeeHAAAAAA day in the KR!

[John Martindale]

 snip.what  indicated airspeed I fell out of the sky.  Indicated was 
under 70 mph,
> which in reality was about 55 mph true airspeed, so I feel a lot better
> about that now.

Hey Mark well done on the roll but unusual to see true airspeed less than 
indicated at that altitude. In fact, my old Kane MK-6B won't even allow that 
much difference.  Are your figures reversed per chance.

Let me know how the lomecevak goes!!   :-)


John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417 584767
email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

KR> engine outs

[John Martindale]

No Don

You must check stuff out better and not rely on memory. Mark's glide ratio 
is far better than the beasts you mention and the KR does not get bounced 
around significantly more since its wing loading at around 15lbs/square foot 
is comparable.

John Martindale
29 Jane Circuit
Toormina NSW 2452
AUSTRALIA

ph: 61 2 66584767
mobile: 0417 584767
email: johnja...@optusnet.com.au
web:  www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "D F Lively" <riksh...@interl.net>
To: "KRnet" <kr...@mylist.net>
Sent: Sunday, May 21, 2006 12:33 PM
Subject: Re: KR> engine outs


> Mark:
>
> That glide ratio informationis valuable to me and gixes me some idea as to 
> what
> I can expect.  It seems to me if my memory serves me right that the glide 
> ratio
> is lower than the 172 or the early 150/160 hp 177s(Cardinals) and very 
> much a
> "Brick" compared to the 150's.  The 182s & up of course have lower glide 
> ratios
> with the 182's down in the 10:1 area if  I  remember well but since the 
> 182's
> are in the 2600 to 2800 MTOW area they do not get bounced about near as 
> much as
> a KR will.
>
> Don
>  
>
> Mark Langford wrote:
>
>> I did a flight test in my KR2S a few weeks ago to check the facts on
>> windmilling props and glide ratio. Two tests from 10,000' (one with 
>> engine
>> on, one with it off) proved to me that there is no appreciable difference 
>> in
>> glide rate between engine idling and engine off.  Engine off in a VW or
>> Corvair engine mean the prop is stopped, rather than windmilling, so that
>> may be the difference in KR "real world" and "conventional wisdom". 
>> Short
>> props and high compression ratios keep the prop from windmilling when the
>> engine is off.  I did these tests because I wanted to know what my real
>> glide rate was (13.5:1 in present configuration) and because I wanted to
>> know if my glide rate would improve with the engine off.
>>
>> Mark Langford, Huntsville, Alabama
>> see KR2S project N56ML at http://home.hiwaay.net/~langford
>> email to N56ML "at" hiwaay.net
>>
>> ___
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> ___
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KR> cg with Deihl wing skins

[John Martindale]

Hi Bill

Most odd :-)

Those figures seem similiar to mine and others. You should be able to keep 
within 8 to 12 " aft of leading edge in most loadings. Although RR states 
16" as the rear limit, many have experienced danger back there.

The airfoil should produce a nose down attitude as the stall  breaks because 
the Centre of Lift moves rapidly backwards behind the CoG. As Ken said this 
powerful moment can occur in the KR even with the stick kept back. Prior to 
the stall in level flight the nose will seem really high because a large 
Angle of Attack is needed to offset lack of airspeed and maintain 
liftguess you know all that though :-)

Which way does the nose move if you give her a burst of power in that crazy 
attitude? Maybe a test pilot could help you out a bit. Maybe you could hang 
the engine out front a bit more?? Hard to tell when ya upside down on the 
world in Australia.

John



- Original Message - 
From: "countryhomeprint" 
To: ; "KRnet" 
Sent: Friday, March 31, 2006 9:51 AM
Subject: Re: KR> cg with Deihl wing skins


> Jack, I had 2 different cg calculations done by two different A & P's 
> using
> two different datum points and the results came out within 1/4 inch of 
> each
> other. These calculations came out to be approximately 1 inch from the 
> front
> limit of the cg envelope. (9 inches from front edge of wing)
> Bill Page
> boliverp...@bellsouth.net
>
> - Original Message - 
> From: "Jack Cooper" 
> To: "KRnet" 
> Sent: Thursday, March 30, 2006 11:22 AM
> Subject: RE: KR> cg with Deihl wing skins
>
>
>> Bill
>>
>> Have you had someone else review your W figures?? A double check of the
>> figures with different eyes may be very helpfull. This is an important
>> issue and a review of the figures wouldn't hurt.
>>
>> Jack Cooper
>>
>>
>>> [Original Message]
>>> From: countryhomeprint 
>>> To: KRnet 
>>> Date: 3/29/2006 9:16:41 PM
>>> Subject: KR> cg with Deihl wing skins
>>>
>>> Recently the first flight was made in 880AB. As with most any
>> experimental aircraft a few problems occur. Question? Is the cg range for
>> Dan Deihl wing skin wings the same as for the standard KR-2 wings?
>> N880AB's
>> cg falls within the limits for the standard KR-2, however my KR feels 
>> tail
>> heavy. I am unable to establish a true stall due to the uncontrolled
>> pitching up of the wings prior to stall. It feels as if the horizontal
>> stab
>> and elevator are stalling prior to the wings. This happened during the
>> first stall approach and a stall approach will not happen again until the
>> problem is solved. Has anyone experienced this? Anyone have a thought as
>> to
>> WHY. This could be a dangerous situation.
>>>
>>> Bill Page
>>> boliverp...@bellsouth.net
>>> ___
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>>> please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>>
>>
>> ___
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>> please see other KRnet info at http://www.krnet.org/info.html
>>
>
>
>
> ___
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