Re: KR> In-flight Fire

2017-01-29 Thread Larry Flesner via KRnet

At 06:18 PM 1/29/2017, you wrote:
Tripacer has fuel in wings. Â That was an 
electrical fire. 95% of in flight fires are not 
survivable whether fuel is in the header or wing.



It may have been electrical but what had the 
outcome been if there was a 16 gallon 
"fiberglass" tank behind the panel.  And in the 
case of a roll over / crash where airframes break 
in to pieces I don't want a fuel tank in close 
proximity or100LL soaking my cloths.  Seems like 
a very sudden and intense fire to injure the 
pilot as it did.  I hope they can figure out what 
happened and if they do, Sid, keep us posted.


In flight fires may be seldom survived but I hope 
to have improved my chances in a crash.  We each have our own comfort level.


Larry Flesner 



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Re: KR> In-flight Fire

2017-01-29 Thread Larry Flesner via KRnet

At 04:21 PM 1/29/2017, you wrote:

Georgetown, DE, he had an in-flight fire seconds after leaving the runway.

+

That hits close to home having put 500 hours on the old TriPacer I 
had and reaffirms my decision to eliminate a header tank and put all 
fuel in the outboard wing tanks.


I wish your friend a speedy recovery.

Larry Flesner 



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Re: KR> AIRCRAFT INSPECTIONS

2017-01-29 Thread Larry Flesner via KRnet

At 03:15 PM 1/29/2017, you wrote:
He tells me what invariably happens is: He finds stuff that the 
builder has to correct.  So, he has to return weeks later for 
another inspection and finds stuff needing correction that the 
builder screwed up since his last visit.  That needs fixing, so then 
he has to come back a third time.  He complains "Haven't these guys 
ever heard about 41.13 or Tony Bengalis?"

++

My DAR found a couple of very minor items like a placard on the 
external canopy latch and the like.  He made a note in my log, as I 
recall, had me correct them, make a log entry of such, and send him a 
copy of the log page.  In was noted on the inspection that I was good 
to go after correction and log entry.  Your results may vary..


Larry Flesner 



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KR> engine progress

2017-01-29 Thread Larry Flesner via KRnet




I've spent the last several days cleaning and painting engine 
parts.  Progress, one piece at a time. I hope to be flying by March 1 
or I'll be out of money. :-(


https://dl.dropboxusercontent.com/u/32133949/20170129_110232.jpg

Larry Flesner


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Re: KR> Melting lead

2017-01-28 Thread Larry Flesner via KRnet

At 02:56 PM 1/28/2017, you wrote:
Molds can also be made from cardboard and masking tape, yes some of 
the tape and cardboard will burn but will not leak before the lead 
solidifies and is easily removed.

+

Jeff Scott's suggestion of lead shot in epoxy flox / or equivalent 
eliminates all the "CAUTIONS" expressed on "melting lead".  It 
works.  I did my elevator counterbalance  using that method.


I'm not sure if small shot with tighter spacing or larger shot is 
best for a smaller over all weight of the same size.  My guess is 
smaller shot.


Larry Flesner 



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Re: KR> wheel alignment

2017-01-26 Thread Larry Flesner via KRnet


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.  Each school of thought 
has their theory but I don't accept either over zero toe in / toe 
out.   I want my rudder and tail wheel to handle directional control 
, not scuffing tires.  My KR has excellent ground handling, the tires 
ride on the center tread, and I get great tire life.


Camber?  Try to set zero camber using "average" aircraft load, 
probably 1 occupant and half to full fuel.


Setting with tail up or down?  I set mine in the near level 
attitude.  That will be the attitude of your greatest ground speed, 
takeoff and landing, and you'll want the best possible alignment at 
the greatest ground speed.


My KR is 24 inches longer than standard and 8 foot wide mains. That's 
my setup and I literally forget that I'm flying a tail dragger.


Larry Flesner


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Re: KR> stall speed

2017-01-26 Thread Larry Flesner via KRnet

At 01:34 AM 1/26/2017, you wrote:
My only excuse is that I started mixing GPS speed with IAS, and that 
I'm getting dumber by the day...


Mark Langford



And more informative.  Some of us never catch our mistakes.  We 
simply mosey on in ignorance. :-(


As you've noticed, you had to catch your own error.

Larry Flesner 



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Re: KR> stall speed

2017-01-25 Thread Larry Flesner via KRnet

At 07:05 PM 1/25/2017, you wrote:

Great video Larry... I will be flying it off a grass strip.
We have  2500 ft and also 3000 ft runways so hoping that will be 
fine but I will likely use it all.

Bob

+++

I'd suggest you start on 4000 or so on the first flight on a no wind 
day.  You will quickly progress to the grass after a few landings.


Larry Flesner 



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Re: KR> stall speed

2017-01-25 Thread Larry Flesner via KRnet

At 05:59 PM 1/25/2017, you wrote:

What are realistic stall speeds with flaps?
Bob R



Too many variables, the biggest is your ASI.  Actual speed is 
probably in the 45 to 55 mph range depending on size of wing on your 
KR and weight.  On the first flight, after you get comfortable , go 
to altitude (your should already be there)  , in level flight slowly 
reduce power to idle and let the plane decelerate.  Have the 
altimeter  pegged on a number and hold it perfectly level.  As you 
approach the stall you will probably feel slight buffeting.  Note the 
indicated airspeed when the nose drops and recover.  Multiply the 
read by 1.3 and use that for your approach speed.


My KR gives it up at about 55 indicated but it is heavy and shorter 
then stock wings.  Light weight and longer Diehl type wings will be 
slower.  My approach speed with those numbers would be about 72 mph 
but it feels more comfortable at 80 mph with speed brake full out.  I 
get a bit of extra float and make wheel landings but can easily 
handle 2500 foot runways.  At less than 80 for me with speed brake 
out it slows rather quickly in the flare and things happen rather 
quickly from flare to touchdown.  I like to settle on like a feather, 
not like a belly flop at the swimming pool. 
:-)  https://www.youtube.com/watch?v=cgdgxVgPNAk  and go to the 2:40 
mark of the video.


You'll get to know the comfortable speed after a couple of landings.

Larry Flesner 



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Re: KR> Archives

2017-01-25 Thread Larry Flesner via KRnet

At 05:50 PM 1/25/2017, you wrote:
Why do you even need a DAR during the build? Â 3 
visits, for what? Â The FSDO in your city will 
come out for free if you can ahead
and get on their schedule for a final 
inspection, which is all that is required 
(unless the rules have changed)??. RonSt. Louis, MO

+++

Only one "final" inspection required in the 
USA.  Different independent DAR's have charges 
that vary widely. Some are free and some charge 
an arm and a leg.   Shop around and get them in 
the loop early.  Get the FSDO DAR for free if you 
can but good luck.  Some regional FSDO's are 
happy to do it and some almost refuse (claim too 
busy, yea,right. It's their job).


Larry Flesner 



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Re: KR> Attachment hinge to firewall

2017-01-25 Thread Larry Flesner via KRnet

At 07:35 AM 1/25/2017, you wrote:

I used screws to the firewall, not bolts though the firewall.

+++

The photo in my first post shows a single AN-3 bolt holding the 
attach bracket to the firewall with screws to check any rotation of 
the bracket.  I have found a number of the screws to loosen over the 
years.  If you use screws instead of bolts, check them for security 
from time to time.


Larry Flesner 



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Re: KR> Attachment hinge to firewall

2017-01-25 Thread Larry Flesner via KRnet

At 09:46 PM 1/24/2017, you wrote:
I want to install the lower engine cowling with a hinge to the 
firewall. I want
to do this with small AN bolts thru the firewall. My problem 
is...you need very

wide hinges not to damage the frame frome the Side wall from the fuselage by
instelling the bolts.

+++


Stef,

Measure the thickness of the cowl, the hinge, and then to the center 
of the opposing hinge.  You may find that the attach bolts miss or 
affects only the very edges of the sidewall member.  With only three 
or four bolts going through the firewall any degrading of structure 
should be minimal.  I have only three bolts each side holding on my 
bottom cowl and the top bolt doubles with the top cowl.


https://dl.dropboxusercontent.com/u/32133949/IMG_8083.JPG

Don't forget, I'm not an engineer and my advise is free...

Larry Flesner 



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Re: KR> Flight Training

2017-01-24 Thread Larry Flesner via KRnet

At 07:22 PM 1/24/2017, you wrote:

What aircraft can I fly that will prepare me for flying a KR2? Joe NunleyÂ

++

An F86 would be ideal.  If that's not available 
I'd go for one of the lower numbered RV's, i.e. 
6,7,8.  The 10 is too big and heavy.  I've heard 
the Yankee might be good.  If you haven't flown 
much lately I'd suggest you get 10 hours in 30 
days in anything then go for a ride in something 
slick and light on the controls like the RV 
series.  First flight in an experimental is not the way to get current again.


Biggest thing to remember is rest you arm on your 
leg or similar, fly with your wrist, relax, and 
fly it like any other airplane.  It will be quick 
and lighter on the controls than most any other 
airplane but push the stick forward for down, 
back for up, left for left wing down,  etc..  I 
can tell you got the idea already


Larry Flesner 



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Re: KR> Progress !

2017-01-24 Thread Larry Flesner via KRnet

At 09:20 PM 1/23/2017, you wrote:


Just a suggestion if you are going to balance the shaft
I would do the pistons & rods as well,

++

I'm in the process of working with a company (google "chuck Ney 
cylinders") to purchase 4 new style rebuilt cylinders with balanced 
pistons, rods, and rings and re-bushed rocker arms, all ready to bolt 
to the case ($800).  Right now we are negotiating on the credit 
amount they will give me for all my extra engine parts.  Maybe 
President Trump can get me a deal. :-)


Larry Flesner 



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Re: KR> Aileron hinge bolts

2017-01-20 Thread Larry Flesner via KRnet

At 10:41 PM 1/19/2017, you wrote:

I believe I've seen some people use countersunk bolts.

+

That's what I used 20 years ago and it is still flying.  It 
eliminates any interference even if they are head to head.


I floxed blind nuts to the back side of the spars so I can remove the 
hinge if necessary.


Larry Flesner 



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KR> engine update

2017-01-17 Thread Larry Flesner via KRnet



I found time today to remove the rods from the crank and do an 
amateur measurement of the crank with a digital micrometer.  Crank is 
standard and right at "new spec's with zero abrasion or wear on any 
of the bearing locations.  I'm guessing this crank could have gone 
another 2400 hours without a problem, with proper maintenance and 
care of course.  Anyway, now I know.  I'll have it checked for "out 
of round", flange runout, and dye tested for cracks and if it  passes 
I can start the assembly process.


Film at 11:00...

Larry Flesner


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Re: KR> engine update

2017-01-17 Thread Larry Flesner via KRnet

At 12:02 AM 1/17/2017, you wrote:
I do not see any masking tape with handwritten labels on any wires 
or cables on the firewall, no yellow note-pad with items to remember 
to take care of in reverse order when re-assembling,

+

You've got a point, Oscar.  I'm not concerned about the wires and 
hoses, they're pretty obvious, but  there were several items I made 
"mental" notes about reverse order on install and which bolts had 
tabs attached for securing cables, etc. and the "mental" notes are a 
bit hard to read this morning.  Maybe another cup of coffee and a 
sweet roll will remove some of the blurriness...


As for the hangar, I'm lucky to be in the FBO heated and well lit 
hangar and the cleanliness is just a matter of picking up after 
myself.  After 49 years of marriage some training is hard to ignore. :-)


Larry Flesner


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KR> split case

2017-01-16 Thread Larry Flesner via KRnet



I split the case today and found nothing of concern.  Crank, cam, and 
lifters all look good for 2400 hours since factory overhaul.  All 
studs look like they did on the day they were installed at the 
factory nearly 50 years ago.


https://dl.dropboxusercontent.com/u/32133949/IMG_9005.JPG

updates to follow...

Larry Flesner


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KR> engine update

2017-01-15 Thread Larry Flesner via KRnet



I can't believe the progress I made this weekend in about 8 hours of 
time.  The only help I had was to drive out the piston pins and lift 
the case off the mount.  I hope to split the case in the next few days.


https://dl.dropboxusercontent.com/u/32133949/IMG_8995.JPG

Larry Flesner


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KR> I'm committed

2017-01-14 Thread Larry Flesner via KRnet



No, not to an institution, but to overhaul the 0-200.  I spent the 
day disassembling the engine.  It is hanging on the mount with only 
the mags attached and pistons hanging out the side of the case.  I'll 
finish the disassembly tomorrow and maybe get the case 
split.  Updates / photos to follow.


Larry Flesner 



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KR> Pitch sensitivity

2017-01-12 Thread Larry Flesner via KRnet

At 03:45 PM 1/12/2017, you wrote:


Pitch sensitivity is an overblown item, Virg

++

Pitch sensitivity is NOT overblown but it also SHOULD NOT be an issue 
for the knowing pilot.  It is easily accommodated on the first flight 
and actually makes for a nice flying sports car type aircraft.  I 
once saw a chart that listed the KR2 (original plans built I assume) 
as close to the F86 in stability based on physical dimension and wing 
and tail surface area.  The closest thing I can relate my KR to (24 
inch longer fuselage, standard KR2 tail dimensions) is driving my 
Buick or Toyota down the interstate at 70 miles per hour.  I can 
change lanes with very little movement of the wheel (much larger than 
my control stick) with the KR having much lighter control surface 
push back.  If you can drive an automobile at moderate speeds then 
you can fly a KR and enjoy it, given acceptable C.G. location of course.


There is a reason the 2S was lengthened and given more tail 
area.  Mark Langford might be the best authority given his many hours 
in both the 2s and then the 2.  Jeff Scott reported on the difference 
after enlarging the tail surfaces in his KR and I'm guessing Mike 
Sylvester can enlighten us on switching from a Cessna 150 to the KR2s 
on his recent first flight.


Keep the C.G. in the correct location, anticipate the sensitivity, 
and enjoy flying your KR...


Larry Flesner





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Re: KR> Stub wing leading edge stall strip

2017-01-07 Thread Larry Flesner via KRnet

At 05:19 PM 1/7/2017, you wrote:


You prevent rolling with the Rudder, Virg

++

Not in my KR.  Any rudder input near the stall causes the nose to 
drop.  Not sure why unless any side motion of the rear fuselage 
blanks out part of the horizontal / elevator.  Your results may vary.


Also,  when flight testing your first side slips, don't "stab" rudder 
like you're flying a Cessna.  Enter the maneuver with caution until 
you know what reaction you get.  I did my first side slip (at 
altitude) like I flew the Tripacer and threw stuff up off the 
seat.  Be gentle, you're flying a sports car, not a dump truck. :-)


Larry Flesner 



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Re: KR> KR 1 project

2017-01-03 Thread Larry Flesner via KRnet

At 10:47 PM 1/2/2017, you wrote:

what is the estimated empty weight, did he mention a number?

++

No, but I'm guessing it will be a bit on the heavy side for a KR1, 
even with a light engine.


Larry Flesner 



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Re: KR> KR 1 project

2017-01-02 Thread Larry Flesner via KRnet

At 08:38 PM 1/2/2017, you wrote:

is the sides of this fuselage fiberglass instead of  plywood?  Also
are the rib to spar shelf brackets temporary?

+++

No plywood on the fuselage.  Foam center with two layers of glass on 
the outside and one layer of glass on the inside.


Dennis asked for feedback and one of my several observations and 
suggestions was to remove the brackets and cut lightening holes in 
the ribs.  Several other areas of minor overbuild but overall I can't 
fault his workmanship.


Larry Flesner 



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Re: KR> KR 1 project

2017-01-02 Thread Larry Flesner via KRnet

At 09:23 PM 1/2/2017, you wrote:

very cool!  question, I think you said it had retracts, if so where
does the nosegear retract to?

+

No retracts.  It does have a steerable nose wheel.

Larry Flesner 



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KR> collectors item?

2017-01-02 Thread Larry Flesner via KRnet


I've spent the last few days of bad flying weather going through my 
several tool boxes and culling and reorganizing all the wrenches, 
sockets, pliers, screwdrivers, etc.  I've concluded that a duplicate 
of everything is sufficient and I culled the extra and donated to the 
college students working line service, other builders, and 
friends.  During the process I came across one 1/4" drive 5/16" deep 
well socket that was miss stamped at the factory.  Something didn't 
seem right and after looking it over for a bit I realized the socket 
information was stamped on the wrong end.  Socket info is normally 
stamped on the drive end, not the socket end.  I wonder if I've got a 
collectors item here.  After all, people pay money for potato chips 
that look like Christ, seems they might like a miss stamped socket, 
ya recon? Bids anyone??


Larry Flesner


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KR> new KR1 project

2016-12-31 Thread Larry Flesner via KRnet



I spent several hours this afternoon checking out an awesome KR1 
under construction.  After just one year of building it has the 
fuselage basically done with a slight extension, curved bottom 
similar to a Lanceair, widened to 24 inches, with a fixed windshield 
and sliding canopy, 11 gallon header tank with a 6 1/2 gallon tank in 
each wing root, tricycle gear with steerable nose wheel, and enlarged 
horizontal tail surfaces.  The outer wings have a very simple folding 
wing setup that allows the wings to fold back along the 
fuselage,  all push/pull controls.  If this thing ends up at the next 
KR Gathering he'll have to ship the awards home as the baggage area 
won't hold them all.  I'll get some photos on my next visit.


Larry Flesner


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Re: KR> Insta-Crank

2016-12-31 Thread Larry Flesner via KRnet

At 05:20 PM 12/31/2016, you wrote:

I'm pretty sure it was at Manny, Moe and Jacks  - $5.99 for a bottle of
Insta-Crank that restores worn crankshafts.

++

I'm guessing you'd get more good from drinking that stuff that 
putting it in the crankcase. :-)


Larry Flesner 



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KR> one more test

2014-05-15 Thread Larry Flesner via KRnet


My real name in my e-mail program was blank.  We'll see if that fixed 
it .  No need to reply. I'll know when I get this back.

Larry Flesner