The number one reason why posts show up with nothing in them is because
the message was sent as HTML, rather than plain text. The system
doesn't pass HTML because HTML requires a lot more bandwidth to
transfer, which means higher data rates (which is important for folks
with limited data plans or
I gave up trying to find an exhaust system that even vaguely resembles
what I have on N891JF. I'm going to have to build another one that
replicates it, unless I want to remove the engine, completely
reconfigure the firewall and intake system, etc. Building a new system,
as painful as that
Paul Visk wrote:
> How do you melt a 5 lbs chunk of lead on the stove?
I melted mine on a small standalone hot plate (so I could do it
outside). The pot was a thin one with a lid, and it did take a long
time, but it worked. This hot pad is a cheapo thing that's probably 50
years old, with
Before I get corrected by a bunch of people, IAS stall speed remains the
same regardless of altitude. Not sure what I was thinking when I wrote
that. Right after I sent that I thought "I wonder why I never thought
of that before". It occurred to me when I woke up at 1AM and something
Bob Russell wrote:
> What are realistic stall speeds with flaps?
As Larry said, you'll want to go to altitude and stall it several times
to get the "indicated" stall speed, because airspeed indicators are
notoriously inaccurate at low speeds...even the fancy new electronic
versions that I've
>> Is there a new link to the archives?
The new KRnet email archive is at
https://email@example.com/. I've had problems
accessing it from work, likely because they think it's a malware site or
something, so there may be issues still, but we're working on it.
Robert Russell wrote:
> Is there a new link to the archives? I keep getting a not found message when
> I click on the link at the KRNet Page.
There is a new archive link now. I'll update the website tonight. The
Tugantek archive has been down for months, and we're unsure if it'll
Phil Matheson wrote:
> I have a glass round tailwheel spring from Steve glover where do I
get the tailwheel assembled to fit that spring.
Does it not have a steel insert embedded in the end that is about 3/4"
thick to bolt the plans version of the tailwheel bracket to? That's how
Kayak Chris wrote:
> with all this talk about pitch sensitivity, one common mention is
> using forward CG. What is up with that? My last plane really liked aft
> CG (within the envelope obviously) and flew MUCH better there. What
> happens to a KR at aft CG?
You had an odd bird if it flew
Matt Quimby wrote:
>> I finally got the prop hub off my crankshaft. Noticed something
interesting - there’s no keyway to align the prop hub. Is anyone else
running a setup like that? Should that be a red flag, or a reason to
consider just starting with a new crankshaft and prop hub?
>From Jack Gress:
KR2 FOR SALE. $8000 OBO. HAVE TO MOVE CAN'T TAKE IT WITH. See
http://www.krnet.org/krs/jgress/kr_sale.pdf for details.
jackgkr2 at outlook.com
The EAA has a webinar of some interest to us every week on Wednesday night.
This week is Mike Busch on detonation, which I'm really looking forward to
hearing. Visit http://spirit.eaa.org/newsletters/1406_webinars.html to sign
up. You don't even have to be an EAA member.
Mike Taglieri wrote:
>>I'll need a Mode C transponder in my plane, and one I wanted is for sale
used at a decent price from Aircraft Spruce. If I wind up getting it, I
could hook it up to a battery and see that the lights go on, etc., but how
would you actually test a transponder (or any used
Paul Visk wrote:
> How does 891JF performance and weight and balance compare to 56ML?
CG is in the forward end of the range. Weight is about 640 empty, 120 pounds
less than N56ML when it was new, but there's at least 60 pounds difference in
engine weight. There are weight savings to be had,
N891JF flew again yesterday. It felt like a "first flight", given that I'd
removed, upgraded, or replaced just about everything in the plane, so the
stress level was a bit high. It was a fairly uneventful flight though, 2.4
hours and 9 touch-and-goes just to get the feel of it (and the new
Dene Collett wrote:
> Can somebody who has their plans handy please give me the measurement of
> rudder pedals from the hinge point centre to the cable attach.
4", assuming you mean using hinges attached to the bottoms of the rudder
ML at N56ML.com
Phil Matheson wrote:
> I thought of using say 1 inch dowel, drilled in lathe to required mounting
> bolt size, then drill the spar webbing all the way through as you would
> the WAF , then drill 1 inch hole in one side of spar webbing. insert the 1
> inch dowel, epoxy in place, bolt it with
Thanks for the feedback. I can see from the port and o-ring locations that
there is likely no other means of "checking" the flow. I installed new
Viton o-rings at rebuild, and I'm pretty sure I checked compatibility with
the aircraft fluid. I've heard from several folks offline that these are
Can anybody identify the brake cylinder shown in the enclosed photo? It's a
half-inch diameter (unfortunately), and I'm not so sure it's at the top of its
game, despite my "rebuild job", cleaning it out, blowing out the passages, and
putting in new o-rings. In my first taxi test, I quickly
Ray almost wrote my progress report for me, except I'm a lot closer to
flying! I towed N891JF it out to the airport late Friday (see
http://www.n56ml.com/n891jf/140524_028m2.jpg ), by replacing the tailwheel
with the receiver from my Harbor Freight trailer and towing it on the gear.
I got a
In an effort to make the list more useful and less bothersome...could all
you "net list testers" think of some meaningful contribution to make while
you're testing? Anything regarding KR flying or building. Like maybe "I've
found that putting a 90 watt floodlight 18" away from a layup cures it
Larry Flesner wrote:
>My real name in my e-mail program was blank.
Yep, that's the answer! For you folks who are "shooting blanks" and your
emails to the list come back with simply "via KRnet", you need to enter your
name (or email address) into your email program's "name" field. It's the
Brian Kraut wrote:
>I think I would be inclined to also use one layer of carbon fiber under
> the glass or at least one extra ply of glass on the leading edge for the
> first 18" of span just back to the spar since it is very common to pick
> up the tail by the leading edge of the stab for moving
Adam Tippin wrote:
>> I see that you have extended your H/S by 12" total. Was the extension
>> done with spar or foam. And for the horns,I see that the leading edges
>> are the same, but how much further than the H/S do they extend.<<
My horizontal stab was done without foam extensions, all
One reason I have trim tabs and belly boards on my mind lately (and tonight
it's ELT and transponder ground planes) is because I'm going to carry N891JF
back to the airport early Sunday morning (when there's no traffic). I hope to
be flying it a week or two after that...long
Joe Cruz wrote:
> I have a question about elevator trim tab travel. How much is enough and
how many green light bars will ever be lit up at one time?
I think you'll have all of the bars but one. Without sitting in my plane
and looking, I'm pretty sure all elements are lit except the trim tab
Carl Dow wrote:
>>The egos, the drama, the over reactions, the
>>perfectionism, WOW I am sick, Mr. Langford, get over yourself. Life is
>>short Just stop and be likeable it is enough to make me puke! <<
There was a time when I'd let this bother me, but no longer. I know
Doran Jaffas wrote:
> I have flown several low drag / clean aircraft without flaps and
> never had any unnerving problems with landing.
Then you may not have tried to get a KR to stick to the ground when trying
to get into a short strip!
> My personal opinion banded on some experience
Many of us got to know Bob through the Gatherings. He was always there
carrying on conversations, exchanging ideas, and helping where he could.
From: Cheryl Lee [ shortbus1017 at gmail.com ]
Sent: Friday, May 09, 2014 8:07 AM
To: 'Mark Langford'
It is with a very
Hennie van Rooyen wrote:
>>I am able to lay my hands on a good 160hp Continental engine, complete
with prop & running. What is the heaviest & most powerful engine ever put in
a KR2? I see it weighs 297 lbs compared to the 227 of the Corvair.<<
The "world's lightest KR" project sure didn't last
Doran Jaffas wrote:
> Just curious if anyone has run a 50 inch propeller. I have a 52 by 47 and
> am thinking of trimming it down to 50 inches the add a couple of hundred
The first prop I flew on N56ML was only in 50.25" diameter, previously cut
down from a 52" prop. It was one of the
I ran across my KR Newsletter stash a few weeks ago, and was reminded what a
gold-mine they are of building information, as well as history of the design
and the people that have helped to improve them over the years. Half of all
content is filling in the missing details and "a
The "DMARC change" has led to some forced changes in the Mailman system, so
email from the list will now have your name and "via KRnet" appended to the
end. "Your name" is whatever you filled in on your user account page when
you subscribed to KRnet. Your email address no longer
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