KR> Something for the 'vair heads :)

[StRaNgEdAyS]

and it'll only cost you 40 pounds
http://cgi.ebay.com
au/Judson-Supercharger_W0QQitemZ180087101214QQihZ008QQcategoryZ31252QQrdZ1QQc
dZViewItem
Peter Bancks
Ballina NSW
Australia

KR> "Shreg" Round 5 perfect....thanks to all

[StRaNgEdAyS]

WooHoo!
Way To Go!


---Original Message---

From: Willie van der Walt
List-Post: krnet@list.krnet.org
Date: 11/08/06 04:19:15
To: KRnet
Subject: KR> "Shreg" Round 5 perfectthanks to all

Now I am a happy man. Round no. 5 was perfect. I took off at about 17h00 and
climbed to 3000 ft AGL the rate was only 500 ft/min. and full throttle 2700
rpm @ 90 mph. At altitude I pulled the power back slowly to almost idle
speed about 1200 rpm. I kept the nose above the horizon at the same angle as
taxi. When I reached 58 mph I ran out off elevator and the KR mashed down at
600 ft/min. I kept the wings level with small rudder inputs. The team
suggested stall x 1.2, that gives me 70 mph.

Well I did a long finals a lot flatter than yesterday and managed to fly
nose high at 80 mph On short finals I Closed the throttle completely but the
speed stayed at 80. In my mind a moved the threshold closer about 100m so
aimed to land before the actual runway. Ground effect started about 3m above
ground and I floated at a 65 mph and was in the perfect position to do a
three pointer. I slowly reduced back pressure on the stick and the plane
touched down on the main wheels at about 55. There was enough runway ahead
not to use brakes. When the tail came down at about 40mph I pulled all the
way back and applied brakes. This time "Shreg" stopped with about 25% runway
left.

Thanks to every KRnetter that gave advice and helped me to sort the landing
roll out.

Regards

Willie

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KR> "Shreg" went off the end of the runway

[StRaNgEdAyS]

Another thing to keep in mind with regard to the use of VG's is that careful
placement is required for them to have the greatest benefit. This, unless
your aircraft is mass produced and not "unique", is achieved by a lot (read
hundreds of hours of placing, documenting, moving, rinse, repeat) of trial
and error. 
The other thing to consider is that the KR's wing is more than capable of
the job you're asking of it without the addition of VG's (bear in mind here
I've not flown a KR outside of X-Plane yet and I'm only speaking from an
aerodynamic standpoint).
If I read correctly, you have no flaps nor belly board. I've a preference to
flaps but either will help you to reduce those numbers without going to the
effort of adding VG's and in less overall time, how long would it take to
retro fit a set of flaps?. I'm also little skeptical of the no top end speed
loss claim since VG's do create drag by their nature.

Peter Bancks
Ballina Australia.

---Original Message---

From: Willie van der Walt
List-Post: krnet@list.krnet.org
Date: 11/07/06 19:37:04
To: KRnet
Subject: Re: KR> "Shreg" went off the end of the runway

  Okay now you have all my attention. I want it. What is the next step? If I
buy them how do I fit it or does it come with instructions?
  Hi Robert there is no link. I'll check out barnstomers .com
  regards
  and thanks to all.
  Willie

  - Original Message -
  From: "Robert Evans" 
  To: "'KRnet'" 
  Sent: Tuesday, November 07, 2006 9:10 AM
  Subject: RE: KR> "Shreg" went off the end of the runway


  > Willie, I went to the barnstormers.com website, there is NOT a decrease
in
  > cruise speed. Here is the link, scroll down to the ad about
vortexgenerators
  > and read, I'm going to get some for my bird for sure. As long as I'm
down
  > for maintenance, I'm making the mod.
  >
  > Bob
  > N339RJ
  >
  >


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KR> engine problem

[StRaNgEdAyS]

Or you could install Fuel Injection, and do away with carb problems.
;)

---Original Message---

From: Joe L.
List-Post: krnet@list.krnet.org
Date: 10/25/06 11:30:04
To: kr...@mylist.net
Subject: KR> engine problem

Mark i think that you will find that the problem thqt you had with your
engine not being able to develop full power can be  traced to the fact that
when your dropped the seat in that cylinder  the vacuum in your whole
manifold will be severly disrupted. If i understand the ellison needs steady
vacuum to fuction properly. A normal carb would not be effected by thisin
such alarge degree. Ifthe cylinder just stopped working but kept opening and
closing the valves  as in normal operation the vacuum in the manifold  would
not be altered. What will cause the engine to rise and fall in r rpm and
power as you described could be caused by the seat resetting itself for
brief period of time and then coming loose and holding the valve open. The
operation of the ellison requiries STEADY vacuum. I think that you will find
when you get your heads fixed your problem will disapear   Kip


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Re: Réf. : KR> engine

[StRaNgEdAyS]

Randy I'm very interested in the details of your EJ22 install.
I'm looking at installing an EJ22Turbo (target HP 210) on my KR2XS and I was
looking into cooling, mounting and cowling issues.
Cheers.
Pete.
stranged...@dodo.com.au

---Original Message---

From: Randy Smith
List-Post: krnet@list.krnet.org
Date: 10/27/06 12:30:46
To: KRnet
Subject: Re: Réf. : KR> engine

I have a Subaru EJ22 150hp. It cruise at 160mph and I
topped out at the flyin at 235mph. It is heavy,but
with all that power it really doesn't matter. I am not
sure how heavy the engine is because the plane was
over built by Less Palmer. I have a E-81 with a re
drive in my hanger and when I pulled it off of Bud
Wilsons KR-2 I weighed it with all components but
antifreeze and it weighed in at about 225lbs. This
engine is for sale with redrive ready to mount
including motor mount with nose gear bracket If anyone
is interested.

--- "Myron (Dan) Freeman" 
wrote:

> Good type 4 engine cases are getting to be hard to
> find. I don't know of
> anyone that is still making them. I have 2, but then
> I would think good
> select Corvair engines are also but the type 1 cases
> in aluminum can be
> bought brand new yet today and as far as the PSRU
> unit? I didn't see a price
> but it just screams money and that's what most KR
> builders are trying to
> avoid. I still think Steve Bennett at Great Plain's
> Aircraft has the best to
> offer at an (affordable) price . If I were to have
> to build another firewall
> forward again, it would be the 2180 V W with the
> rear drive and I'd leave it
> to Steve to build it. He guarantee's it.
>
> There is a great need for a larger engine, anyone
> want to tool up?
>
> Just my viewpoint. Have a great day.
>
>
> - Original Message -
> From: "Phil Matheson" 
> To: "KRnet" 
> Sent: Thursday, October 26, 2006 4:45 PM
> Subject: Re: Réf. : KR> engine
>
>
> > You can get a type 1 case in aluminum
> > 
> > Why not just use the type 4.
> >
> > Have a look at VW engines type 4 with PSRU
> > http://www.vw-engines.com/
> >
> > Phil Matheson
> > VH-PKR
> > mathes...@dodo.com.au
> > 0358833588
> > Australia
> > Web Page
> > http://www.philskr2.50megs.com/
> > See  VW Engines
> > http://www.vw-engines.com/
> > www.homebuilt-aviation.com/
> >
> >
> >
> > ___
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> http://www.maddyhome.com/krsrch/index.jsp
> > to UNsubscribe from KRnet, send a message to
> krnet-le...@mylist.net
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> http://www.krnet.org/info.html
>
>
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Re: Fw: Réf. : KR> engine horsepower vs weight

[StRaNgEdAyS]

I tend to agree as well, I'll be doing as much as I can to save weight on my
airframe as I can but I'm also chasing some speed ;)
I can also sum up my desire for HP in two words... Density Altitude. In a
country where +100°F is usual and relatives at 3000ft altitudes It's nice to
have a few HP to help you on your way

---Original Message---

From: Randy Smith
List-Post: krnet@list.krnet.org
Date: 10/27/06 13:18:07
To: KRnet
Subject: Re: Fw: Réf. : KR> engine horsepower vs weight

Your right about weight. But Les was one of those that
could not leave well enough along. If 2 layers of
glass  is good why not 3. He new he was going to use a
big motor and land on a lot of grass. So he over built
to help it along and as we all know add one thing and
it changes another. The next thing you know it is over
weight. Hard to go back after the fact. If you want an
all terrain plane you have to have bigger tires,
bigger brakes,bigger and longer gear more fuel Then
some want a nose gear(how much does that weigh) the
list goes on an on.

--- Mike johnson  wrote:

> KR club,
> Doesn't horespower share a close relationship to
> weight? It seems like some people are willing to
> spend so much money on horsepower to increase speed
> that engines are pushed to limits
> that could compromise safety.
>
> Wouldn't Time and money be better well spent trying
> to minimize weight instead of throwing the
> largest motor I could afford on the firewall. Look
> up Mike Arnold on google, 440 lb airplane
> going 213 mph on a 65hp rotax. He is an average guy
> that built his own design based soley on
> streamlining his plane to near perfection. On his
> site he offers videos of his plane. I got suckered
> into buying one of his videos about the composite
> construction he used. I was really happy with the
> video. By the way, his canopy is very, very
> streamlined.
>
> Thanks to everyone who answered my questions on
> fuselage weight. Mike Johnson
>
>
>
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>
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KR> Regarding NACA duct Sucking air *do not archive*

[StRaNgEdAyS]

So what you're saying is that NACA ducts suck at sucking?
Oh snap!
I just kill me!

Peter Bancks 
Ballina Au.

---Original Message---

From: Dan Heath
List-Post: krnet@list.krnet.org
Date: 10/04/06 06:39:25
To: kr...@mylist.net
Subject: KR> Regarding NACA duct Sucking air

Mark L. replied.

The report I read that defined the NACA duct said they would suck, but a
later NACA report said they don't.  It defined that a simple ramp with
parallel sides was far better at sucking, so don't copy what I did there!
There was an article in Kitplanes a few months ago (maybe March or April)
that covered that...

Does anyone have this article?  If so, could you take a pic of the vent they
describe and e-mail it to me, or scan the article and e-mail that to me?
Thanks.

See N64KR at http://KRBuilder.org - Then click on the pics
See you at the 2007 - KR Gathering
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC
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KR> KR2S

[StRaNgEdAyS]

Didn't Nat Puffer have a Frankiln in one of this Cozies? 

---Original Message---

From: Randy Smith
List-Post: krnet@list.krnet.org
Date: 09/18/06 12:12:07
To: KRnet
Subject: Re: KR> KR2S

Franklins are not popular in the US I don't think I
have ever seen a Franklin in an experimental.

--- Andreas Reitemeyer EDVCHECK 
wrote:

> Hi Guys,
>
> I`m from Hamburg Germany and bought a used KR2S  in
> boot stage with an
> new Franklin engine with 125 hp. Does anyone have
> experience with this
> engine ???
>
> If yes what kind of prop should i use ???
>
> thanks a lot in front
>
> Andy
>
>
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KR> Solid wings

[StRaNgEdAyS]

Dihedral can be built into the spars in a manner similar to that use by
Jodel builders. 
http://www.jodel.com/index.asp?p=withy
The Jodel Spars are somewhat wider than the KR's but the method of
construction is similar, and I believe that there is an approved
modification to the Jodel Spar to make it in a similar fashion to that of
the KR. Anyway, if you look at the spar pics toward the bottom of the page
you can see the way the spar caps have been scarfed to produce the angle.
This smae method could conceivably be used to build in the dihedral on a one
piece spar. 
The problems with a one piece spar for the homebuilder would be one of room.
you will have a great deal of difficulty constructing the wings in a typical
home setting, forcing the builder to seek a hangar earlier to finish
construction. 
Peter Bancks
Ballina 
Australia

KR> plans

[StRaNgEdAyS]

There are no full sized plans available as yet unfortunately however many
builders with access to CAD have had some printed up.
I'm going to get this done myself as soon as I can find an engineering
printer in the area with a plotter that can do the job but mine will be
significantly larger than stock and the dimensions will be a little odd when
compared to the original. 
Oh... note to Phil... I haven't forgotten your request, things have just
been a little busy for us here right now :)
Cheers.
Peter Bancks
Ballina Au.

---Original Message---

From: Randy Powell
List-Post: krnet@list.krnet.org
Date: 08/27/06 12:25:33
To: KRnet
Subject: KR> plans

I have ordered the plans and manual for a KR2S this week.   I assume they
will not be full scale plans.  Where can I get a set of full scale plans for
the fuselage to place on the work table and build on top of ?.  Is there
another approach to building a straight boat which is better ?.

randywpow...@verizon.net
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KR> KR Net BS

[StRaNgEdAyS]

Guys (and gals if we have any on the list)
This has all gotten a bit larger than life. 
We've had personal attacks that really should have stopped with the delete
key and now we've lost members and that equates to lost information and
experience. 
Folks, it's a fact of life that when you have a group of people who are in
constant communication with each other differences of opinion are bound to
occur. Sometimes these differences are passionate and there is nothing wrong
with passion but how hard is it to sit and wait a little while before you
post. By all means reply, write out what you feel, but before you send it go
away and make a coffee and come back and read it again. (it's taken me a few
hours to get this post down and decide whether to send it since I feel
passionately about sharing information)
Now I've got plans; KR-2/S #9670/1087 and I'm making a choice to deviate
from those plans. The inspiration for most of my modifications came from the
experience here on KRnet. It pains me to know we are loosing valued members
and contributors to this fantastic resource.
Peter Bancks
Ballina Au.
stranged...@dodo.com.au

KR> A Friday question

[StRaNgEdAyS]

CH products are the best, I like the Saitek HOTAS set up too, but they don't
have pedals.
I'm currently using a el cheapo logitech extreme 3D at the moment. 
Pete.
Ballina Au.

---Original Message---

From: Ed Janssen
List-Post: krnet@list.krnet.org
Date: 08/26/06 11:59:38
To: KRnet
Subject: KR> A Friday question

Can anyone recommend a good joystick purchase for Microsoft Flight Simulator
2004?  Reply offline if possible.  Thanks.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com


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KR> Re: Plans

[StRaNgEdAyS]

G'Day there Ken.
Further development of the KR series has pretty well been what we the
builders are about.
RR have not exactly been blazing a trail with the development but then since
the death of Ken, Jeanette has been chief cook and bottle washer there and I
d say that plans develpoment is not exactly high on her list of priorities.
When it comes to making the most out what that airframe had to offer, it's
up to foresighted people like Mr Langford and the rest of the people here on
KRnet. to come up with the ideas, have the intestinal fortitude to pony up
the money and time to test and evaluate the modification and finally but
probably most importantly, publish the data for replication and verification
 (It's called the scientific method and it works)
 In short, the best place to look for revisions, improvements and
supplements is right here online. Visit http://www.krnet.org and take the
time to read through the builders' sites. Take notes. 
Cheers.
Pete.
Ballina Aus.

---Original Message---

From: Kenhenderson
List-Post: krnet@list.krnet.org
Date: 08/12/06 07:10:55
To: KRnet
Subject: KR> Re: Plans

I want to thank all that replied both on and off net to my plans questions
and those that came to my defense concerning the "thou shalt not steal"
comment. I think as a new builder it is important not to be insecure or thin
skinned enough to let such things bother me. I feel that Ron had not read my
previous post or he would have realized that I acquired both my plans sets
in a legal and ethical manner, neither have been used to build an airplane
yet, and I was trying to do what was right, legal, and proper. As many have
pointed out, this KRNet is a forum to exchange ideas that contribute to the
better, safer, and sometimes quicker or less expensive ways to build the KR
series aircraft and there is no reason to waste space with non-productive
comments or sarcasm.That said, I feel the subject is closed and no more
discussion is needed. Thanks! Now, one last question- The '75 plans are 64
pages with 1- 17"X22" sheet with fuselage layout on one side and rib layout
on the other. The '84 plans are 120 pages in a 3-ring binder and several
sheets of blueprints and templates. The difference is like night and day! I
was hoping that newer plans might be even better but the info packet I
ordered from RR in 2005 lists what I already have with the '84 plans, no
more. Does anyone know of any revisions or improvements made to the plans
since '84 other than the KR-2S supplements? The $175 listed plans price will
certainly not break the bank but that money could buy a lot of T-88! Thanks.
Ken
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KR> Expanded foam

[StRaNgEdAyS]

Fuel will dissolve all polystyrene products.
You can still use it in your wings. If you wish to have wet wings you can
either use polyurethane foam of made triply sure your tanks have no leaks.
Just for the record, I intend on using this type of polystyrene and
installing fuel tanks (probably aluminium) in my wings.
Cheers.
Pete.
Ballina. Aus.

---Original Message---

From: VIRGIL N SALISBURY
List-Post: krnet@list.krnet.org
Date: 08/13/06 21:43:59
To: kr...@mylist.net
Subject: Re: KR> Expanded foam

Will fuel melt this foam ?? Virg

On Sat, 12 Aug 2006 20:22:15 +0200 "AVLEC"  writes:
> Take a look at the wings of the Whisper motor glider that I assemble,
> they
> are 100% 24DV polystyrene with a single uni-directional glass spar.
> These
> wings were tested to 10.6G by the designer in front of the CAA
> inspectors
> and thereafter to over 11G to see where it would fail.The test rig
> collapsed
> under the weight of
> all the sandbags before it failed. Although the wing had a few
> ripples in
> the skin
> afterwards, the structural integrity of the wing was still intact.
> the wing
> is made from a series of hotwired cores stuck together with micro
> around the
> premade spar and then glassed over with a 410g +/- 45deg layer glass
> and a
> sacrificial 200g layer at 0/90. No sanding necessary! They are 8
> metres long
> each.
> Regards
> Dene Collett
> KR2SRT builder
> South africa
> Whisper assembler
> See: www.whisperaircraft.com
> mailto: av...@telkomsa.net
> - Original Message -
> From: "Jaco Swanepoel" 
> To: 
> Sent: Friday, August 11, 2006 10:06
> Subject: KR> Expanded foam
>
>
> > Hi Guys,
> >   When I started building the wings, The EAA inspector on the
> project
> preffered that I use 32DB Polystyrene. It is extremely hard. I had
> it
> pre-cut by the supplier and glued into place. I used a belt sander
> with
> 100grid paper to profile it. That was a huge job. The 32DB does not
> make
> those little balls like normal Polystyrene. It makes dust when
> sanded. I
> could not press a hole in it with my finger. There are some photos
> on my
> website under the wings menu.
> >
> http://www.mykitlog.com/users/index.php?user=jacoswnpl=70
> >
> >   Regards,
> >   Jaco Swanepoel
> >   Pretoria
> >   South Africa
> >   KR2S, ZU-DVP
> >
> >
> > -
> > Stay in the know. Pulse on the new Yahoo.com.  Check it out.
> > ___
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>
>
>
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>


Virgil N. Salisbury - AMSOIL
www.lubedealer.com/salisbury
Miami ,Fl

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KR> Altimeter unit in Australia

[StRaNgEdAyS]

hectopascals=millibars=what we use over here. 

---Original Message---

From: Serge VIDAL
List-Post: krnet@list.krnet.org
Date: 08/08/06 01:26:36
To: kr...@mylist.net
Subject: KR> Altimeter unit in Australia

Could anybody confirm what unit is used for altimeter setting in
Australia? Inches of mercury, hpa, or milibars?

Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France
(and soon Down Under)


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documents from your computer system. Any unauthorised disclosure,
distribution or copying hereof is prohibited."

KR> center spars and wing tanks

[StRaNgEdAyS]

That depends on how much dihedral you give the wings when you build them.  
The Jodel's dihedral starts a fair way out as well.
 Peter Bancks.

---Original Message---

From: Bavo
List-Post: krnet@list.krnet.org
Date: 08/07/06 08:14:24
To: KRnet
Subject: Re: KR> center spars and wing tanks

Moving the WAFs further outboard would also decrease the amount of dihedral.
This would affect roll stability wouldn't it?
John Bavington.


On 8/6/06, Larry Flesner  wrote:
>
> At 08:02 AM 8/5/2006, you wrote:
> >It should also be mentioned that carrying fuel in the outer wings is
> >practically a free lunch for the WAFs, unless you tend to land really
> hard.
> >But I like mine in the stub wings, so there are no fuel connections when
> >disconnecting the wings, but then that's not something you'd have to do
> very
> >often either.
> >Mark Langford
> 
>
> All my fuel is in the outer wing panels.  I cut a 5"X9" (approx) panel in
> the
> bottom side of the wing center section at the tips to attach fuel lines
> and
> wiring after the outer wing panels are attached.  They are hinged on the
> forward end and the trail edge is held in place with two short screws.
>
> Like you say,  it's not something you do very often.  I've not had mine
> off
> in two years but need to pull at some point to repaint one wing, check
> the tank screens, calibrate the sending units, etc.   I rather like the
> thought of having all my fuel outboard of the center section.  It does
> not seem to influence the handling characteristics, at least that I've
> noticed.  Finally, in 240 hours, I've not landed hard enough to break
> off the outer wings, even with nearly full fuel. (12.5 gal each side)
>
> Larry Flesner
>
>
>
>
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>



--
John Bavington
Secretary SAAA Chapter 20
P.O.Box 759 Sunbury 3429.
http://www.saaa.com/

http://au.geocities.com/johnbavington
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KR> Re: KR Fuel Indication problem

[StRaNgEdAyS]

Does the gauge read true for all phases of the runup on the ground? 
What is the configuration of the aircraft, tricycle or taildragger? 
Have you changed either the earthing point (was it originally connected to
the instrument earth?) or the power supply bus or both to the gauge in the
refit? If so what else is on the bus or earth that may be affecting the
voltage to the unit when in flight that would not be a factor on the ground?

Have you tried placing a volmeter across it to check for fluctuation in the
potential upon transition from land to air?
Have you tried shutting off equipment in the air to try to eliminate them
once the condition is manifest?
I know I've sort of covered some of the things you've already mentioned, but
I'm just trying to get a feel for how far you've taken the testing.
Cheers.
Pete.


---Original Message---

From: Brian G. Douglas
List-Post: krnet@list.krnet.org
Date: 07/29/06 03:50:30
To: KRnet
Subject: KR> Re: KR Fuel Indication problem

Hi All!
  I have a fuel indication problem that has baffled me.  I have the header
tank.  The 2 point set capacitive fuel probe with the westach fuel gauge.
Now for the problem.  It has worked fine for the last 70 hours till I redid
the dash.  Now  on the GROUND  the gauge is accurate but when I go flying
the gauge in not accurate  it reads low, about 1/4  lower than it should.
It test fine.  I recalibrated it with the set points.  I checked the wires.
Insured that the ground was good.  (I ran it to the main cockpit ground no
to my instrument ground)  It does not change with different things on.
  But as soon as I land it works like it should

ANY MORE IDEAS ???

See you ALL at the gathering
Brian G. Douglas
Killeen Texas
N8575C
KR2 w/Training Wheel ;-)
- Original Message -


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KR> Re: barrel shims

[StRaNgEdAyS]

Or alternatively, you could heat the shims gently and evenly to allow them
to expand.
Mark L. may be able to help out here, as he actually swung off spanners in a
VW workshop IIRC some time ago.
Cheer.
Pete. 

---Original Message---

From: Randy Powell
List-Post: krnet@list.krnet.org
Date: 07/30/06 14:18:46
To: KRnet
Subject: KR> Re: barrel shims

How  about throwing the barrels in the freezer overnight.   I would think
the barrels will shrink more than the shims as they have more mass to
contract  and are of dissimilar metals.  Just a thought.   Hope it helps.


Randy Powell

randywpow...@verizon.net
>
> Now, does anybody know how to the the barrel shims off the 92mm VW
> barrels?
>
>



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KR> Just what a KR can be

[StRaNgEdAyS]

Rich's post made me giggle a little. 
It's called Experimental aviation for a reason ;)
I've marked some of the changes I'll be making. Bear in mind, the changes I
ve made have not been made lightly, 3 years of work have gone into ensuring
they are doable and viable safe modification.
Will it qualify for LSA? no, but it will maintain straight and level flight
at 40KIAS. Is it going to be a rocketship? absolutely. The target cruise
speed is 175KIAS minimum, and by all calculations I should achieve it. If I
can reduce my cooling drag I may get more, that chin scoop costs me 10-15
knots of top end speed, but there is an intercooler, radiator and oil
coolers in there. 
This aircraft is being built to comply with the Recreational Aviation
Australia's specifications because I'll probably be going that way due to
the expensive (to private GA) and potentially dangerous "cost recovery
scheme" that has been placed upon CASA by our Government.
Many thanks to the hard work put in by the veteran builders and flyers for
pioneering many of these modifications.
I've uploaded a 3 veiw of what I envision the finished craft to look like.
http://arcom.com.au/~qonos/3%20view.jpg
All in all, it's your baby, it's up to you to make it how you want.
Cheers.
Pete.


It is a KR if you:
*stretch it 14 inches,
*make it 6 inches wider,
make the sides vertical,
*build it 200+ pounds over plans gross wt.,   (well maybe I'm not going to
be that far over, but I'll be under 600kg gross.)
*use a different airfoil,
install an O235,
*change the horizontal airfoil,
*use Dr. Dean Hinges,
build it with sliding or forward tilt canopy,
*use Fowler flaps, 
make the fuselage a foam/fiberglass sandwich,
make folding wings.  (are these changes all made by "designers?")
It is not a KR if you:
build it light and to the plans except for adding slightly more wing area
or make it a single place to give it a stall speed of 51mph instead of
the Rand Robinson published stall speed of 52mph.one little mph,
have it cruise at about 135mph.(and there are a lot of KR's flying
that do not exceed the LSA cruise speed specs.)

KR> Vortex Generators

[StRaNgEdAyS]

I'm with Don.
I'm thinking the previous owners were a little VG crazy.  Given that the
person who placed these VG's more than likely had no actual method applied
to the placement, they are likely to be ineffective on any case.
0.02c
Cheers.
Pete.

---Original Message---

From: Donald Reid
List-Post: krnet@list.krnet.org
Date: 07/23/06 02:22:52
To: m...@propilots.net; KRnet
Subject: Re: KR> Vortex Generators

At 08:45 AM 7/22/2006, you wrote:
>My KR2 (built by others) was fitted with heaps of VGs under the
>horizontal stab, on the fuselage prior to the rudder, on the landing
>gear and in front of the canopy. A previous archive search suggested
>that it lowers stall speed and if placed correctly has no speed
>effect.  There are none placed on the main wing (original aerofoil).
>I don't understand why the previous owner wanted to lower the stall
>speed of the horizontal stab, but not the main aerofoil...and why
>the association with the rudder and canopy?  Were they just VG crazy?
>Any thoughts?

The vortex generators upstream of the tail surfaces will/can improve
control authority at low speed by keeping the airflow attached to the
elevator or rudder when they are deflected.  As for the gear, canopy,
and other non wing-type surface, the only reason to put them there
that I can think of is that the previous owner did not know what he
was doing.

Tripping the flow from laminar or turbulent to separated in a
controlled manner (which is what a vortex generator does) can
sometimes reduce drag, but only if it is done correctly.  A vortex
generator is not the proper way to do this.  I suggest that those can
be removed and you will not notice any difference.



Don Reid  -  donreid "at" peoplepc.com
Bumpass, Va

Visit my web sites at:

AeroFoil, a 2-D Airfoil Design And Analysis Computer Program:
http://aerofoilengineering.com

KR2XL construction: http://aerofoilengineering.com/KR/KR2XL.htm
EAA Chapter 231: http://eaa231.org
Ultralights: http://usua250.org
VA EAA Regional Fly-in: http://vaeaa.org




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KR> projects

[StRaNgEdAyS]

It really depends on how far along the project is. 
The real purpose behind the 51% rule in issuing the repairman's ticket is so
that you, the repairman are intimately familiar with every concievable
portion of the aircraft you may be called upon to repair. Be sure to
document the dismantling and inspection of what you have there already and
remember that most of the work comes later in the project ;) 
As long as the project is not completed and just needing finishing and you
can show and document familiarity with every system and method of
construction used in the aircraft you should be OK.
Cheers.
Pete,
---Original Message---

From: Randy Powell
List-Post: krnet@list.krnet.org
Date: 07/23/06 17:47:25
To: KRnet
Subject: KR> projects

Can anyone explain to me how the 51% rule works when you buy a partially
completed project.   Is there still a way to get a repairmans certificate
for the finished airplane?.

Randy Powell



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KR> plans

[StRaNgEdAyS]

 Bob, 
Welcome to the list!
You could go to the RR site http://www.fly-kr.com and order a set, they are
not expensive in the big scheme of things.
The other thing you could do is trawl e-bay and barnstormers regularly
(aviation trader and various other flight magazines wouldn't hurt either)
for partially completed kits, always a popular choice for those wishing to 
jump start" their projects. 
As for the rest of the info there is a whole bunch of it here , in the
archives and on the members websites to fill in any blanks.
Cheers.
Pete.
---Original Message---

From: Bob
List-Post: krnet@list.krnet.org
Date: 07/28/06 13:02:25
To: kr...@mylist.net
Subject: KR> plans

Good evening to all
  I am a new member to to krnet group and I have looked at everyones
completed airplanes and everyones work in progress airplanes this is a great
webpage maybe someone can help me I am looking  for a set of plans and all
of the info to build a KR-2S if anyone has a set could you email me at
harley...@earthlink.net
thanks Bob

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KR> Greatest distance

[StRaNgEdAyS]

" if you land for fuel, YOU LOSE !!  :-)"



I guess that means that when I eventually get my KR derived beastie finished
and come over from Oz I'll have to be sure to take lots of fuel then ;)

Peter Bancks
Ballina

KR> I guess I better introduce myself then.

[StRaNgEdAyS]

G'Day, 
My Name is Peter Bancks, I live in Ballina Northern NSW Australia with my
wife and 10 week old daughter. 
I first got interested in Experimental Aviation when my hobby of large scale
R/C aircraft went mad and I started designing a single seat pulsejet powered
aircraft. During the process of working on that design I learned many things
 and I began to think about building something a little closer to a proven
design first before I tried to tackle anything way out of the top paddock.
About this time a member of an aviation forum I frequent decided to sell his
KR2S plans and in June of 2004 I became the proud owner of  plans #1087 (KR2
#9670).
After getting the plans, and countless sleepless nights of reading and web
surfing, I came up with a wish list for my aircraft, and I began to transfer
the plans into CAD.
It gained an extra 14" bay in the tail; 44" width at the shoulders; Ashok
5048 airfoils, spruce spars all the way to the end of the wing, no foam
extension; Retractable taildragger config, main gear based on the Taylor
Monoplane retracts; The Stub wings have been modified to encompass the mains
while retracted with an 6½' NACA0012 root airfoil forming a glove around the
wheel, and a corresponding yehudi for aerodynamic efficiency; and the best
bit (for me anyway) is the subaru EJ20T and CS prop on the nose. I actually
toyed with the idea of putting a Rover (buick) 3.5L V8 engine on it but that
was too many problems.
Once I was happy with the way things worked out on paper (monitor?) I
transferred my CAD data directly into X-plane and if I get anything close to
the simulated performance I'll be deliriously happy and there will be a lot
of green eyes once she gets airborne, those climbouts will be something
else! If anyone wishes to try the X-plane model, I'll be happy to send it,
it's built for V8.40.
It's been a long time getting started, but I've spent a long time working on
the plans, checking the modifications, moving house (3 times, even living in
a tent for 2 months and a converted garden shed for 12 while we looked for a
place) and having a Daughter but I'm finally going to place my first order
for spruce stock from DC aero this month! 
I'll be working on a web page to document my progress. Wish me luck! 
Cheers.
Pete.

KR> Re: wing loading test

[StRaNgEdAyS]

If you look really closely at the far wing tip you will see that the
sandbags do not in fact touch this seems likely for the near tip as well,
the gap is simply obscured.. they seem to be there to help keep the test
subject manageably level while being loaded, or to maybe catch something
before it hits the ground when it breaks. 

---Original Message---

From: D. F. Lively
List-Post: krnet@list.krnet.org
Date: 07/06/06 12:39:25
To: KRnet
Subject: Re: KR> Re: wing loading test

Netters:

A question on this wing loading test---

Since the wings are suppurted at the tips and somewhat in the middle
it would appear that the wings are are loaded mor as a simple Beam.

Are not wings loaded more like a cantilever beam and as such take
less of a load to fail them?

Don Lively
Burlington IA


M & C wrote:

>What's a KR-4 ?
>
>Mike Turner
>Jackson Mo
>
>
>>- Original Message -
>>From: "George M" 
>>To: "KRnet" 
>>Sent: Wednesday, July 05, 2006 10:04 PM
>>Subject: Re: KR> Re: wing loading test
>>
>>
>>
>>
>>>Here is the picture : http://www.hsweb.net/bx2/misc/image049web.jpg
>>>If you need plans of the stand I have it.  It was included with my
>>>"KR-4" Plans  :-).
>>>GeorgeM
>>>Long Island NY
>>>
>>>
>
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>
>
>
>
>
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KR> A call to the Aussie crowd

[StRaNgEdAyS]

Customs:

Can I import my KR2 in my move container? (I'm talking red tape;
technically, it works, I've done it before). Yes
What should I declare it as? An aircraft? A homebuilt aircraft project? A
microlight project? I think that option 2 is the better choice

Pilot's license:

How do I convert my European (JAR) PPL in Australia? I'm not sure, but I
think you present your credentials, get a medical, pay a gazillion dollars
in fees to CASA and you're there. I'll check up on it and let you know

Aircraft ownership

Can you own and register an aircraft in Australia when you have a 4 years
work visa? (Just checking, in South Africa it was not the case).No idea

Insurance

How much does aircraft insurance cost? Who provides such insurance (broker
names in the Sydney/Canberra area would be helpful)no idea, but OAMPS
aviation in paramatta would be a good place to start

Airfields

What general aviation airfields are there around Sydney and Canberra? Quite
a few
Which ones are best for a homebuilt?

Is it easy to find some hangar space? That Depends

How much does hangar space cost? That Depends

KR2 requirements

I understand that the Australian CAA has some specific requirements on the
KR2. So far, I have heard of the followings:

-   CG envelope (what is the limitation in Australia, exactly?) Don't
Know, never heard about that one, but you do have some stall speed and MTOW
limits if you want RAA registration
-   Elevator hinges (5 hinges instead of 3, is that correct?) Correct
-   WAFs-to-WAFs bolts (each spar linked by 2 long bolts instead of 4
small bolts, with a crusher piece in-between) Don't know, but mine were
going to end up that way anyway

Are there any more requirements that I don't know about? Probably, this is
CASA we are talking  about here

Is it possible to raise the maximum take-off weight above the limit
specified by Rand Robinson? Yes

Also, in general, for experimental aircraft:

-   Is it a requirement that the firewall be made of stainless steel?
Yes
-   Can experimentals fly in controlled airspace in Australia? Yes

Certification process

Is there a homebuilder's association (PFA or EAA style) in Australia? Yes,
the SAAA

Is there a homebuilder's club in Sydney or Canberra? yes, in both

Who do you talk to for certification? Is it the CAA, or a homebuilder's
association like in the UK? That depends on how you want it registered, but
for GA stuff it's CASA

Are there normally inspections during the construction process? Yes

Can you test the aircraft yourself, or do you have to use a test pilot? Yes
you can test for yourself, if you have the kahones.

What is the testing procedure? you get inspected, questioned, issued a
provisional certificate, a test area is designated and you have to fly of a
certain number  of hours to earn a permanent certificate of airworthiness.

Do you have to go through a noise test? If yes, how? don't know

Aircraft radio license Yes

Do you have to have you radios tested individually? If yes, by whom? don't
know
Do you have to have your radio installation tested? If yes, by whom? don't
know
Is it a requirement to have a transponder? For the most part,yes. Not having
one will limit where and how high you can fly

Any other relevant info is most welcome.

Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France
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KR>Free Flight Planning Software

[StRaNgEdAyS]

OK I had a look. It's a great little planner, but only if your want to fly
in the U.S. 
It would be brilliant if only it had an international capability.
Cheers.
Pete. 

---Original Message---

From: Phil Matheson
List-Post: krnet@list.krnet.org
Date: 06/22/06 15:16:18
To: KRnet
Subject: Re: KR>Free Flight Planning Software

Can anyone tell me if this programme suitable to use outside the US,
Australia??

It's much to big to down load just to have a read of it. and I only have the
old dial up in my area


Phillip Matheson
0408665880 (cell)
VHPKR
Australia.
mathes...@dodo.com.au
NEW WEB PAGE
www.philskr2.50megs.com

http://www.vw-engines.com/
OLD WEB PAGE
http://mywebpage.netscape.com/flyingkrphil/VHPKR.html



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KR> New Mystery Navy jet

[StRaNgEdAyS]

It's broken :-(
No pics just a 404 error...

- Original Message - 
From: "rparker" 
To: 
Sent: Monday, September 13, 2004 11:13 PM
Subject: KR> New Mystery Navy jet


> FYI,
>
> I just received 2 picture of what could be the Aurora aircraft.
>
> I have a couple of friends looking into it. I posted them to one of my
websites. thought you guys might be interested in seeing it if you havent
already.
>
>
> http://www.vsoep.com/Aurora1.jpg
>
> http://www.vsoep.com/Aurora2.jpg
>
> Anybody think they can make their KR look like it?
>
> Rich Parker
> Peterborough, NH
>
>
>
>
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> KRnet stickers

[StRaNgEdAyS]

Put me down for a couple of them as well!
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Phillip Matheson" 
To: "KRnet" 
Sent: Tuesday, August 31, 2004 11:59 AM
Subject: Re: KR> KRnet stickers


> Mark
> Would there be any problems if we in Australia look at getting a price to
> have some printed out here.
> I have a contact  who is in the printing game.
> 
> Phillip Matheson
> mathe...@dodo.com.au
> Australia
> VH PKR
> See our engines  and kits at.
> http://www.vw-engines.com/
> http://www.homebuilt-aviation.com/
> See my KR at Mark Jones web
> http://mywebpage.netscape.com/n886mj/pmkr2.html
> 
> 
> 
> 
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 

KR> Type 4 Engine Buildup

[StRaNgEdAyS]

All engines should be able to be hot run for testing with no ill effects.
This testing may only be for a brief period, but in any case, any engine,
espescially an air cooled one that will give up after a brief peiod of hot
running should not be considered for an aircraft application.
my 2c. :)
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Stephen Jacobs" 
To: "'KRnet'" 
Sent: Saturday, August 21, 2004 6:59 PM
Subject: RE: KR> Type 4 Engine Buildup


> I don't plan to install the prop until after the engine will start and
> run full throttle.
>
> ++
>
> Is it Ok to run the motor full taps without any load (or cooling)?
>
> Will it even hold an idle without a flywheel or prop (to act as a
> flywheel)?
>
> Good luck
>
> Steve J
>
>
>
>
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> hurricane damage

[StRaNgEdAyS]

Just saw some pics on the AVweb site of the Charlies' mayhem, is that a KR 
about 2/3 of the way down the page?
http://www.avweb.com/news/features/187931-1.html
Absolutely shocking damage!
Commiserations to all who weathered it!
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Compass dip

[StRaNgEdAyS]

> All I am doing by raising the tail with the aircraft stationary on the
> ground is altering the angle made between the pivot stalk and the
> horizontal plane of the compass ring
>
> +++
>
> you are also changing the angle between all that and the big magnet
> inside mother earth
>
> ---
>
You are also moving the large chunk of metal on the front of the plane in
relation to the compass, which will affect the transition of the earths'
magnetic feild through the magnet in the compass card.
however it should not be that sensitive, should it???
Also a point to consider, your friends' moth is probably somewhat longer and
has greater distance between the compass and the engine, which could well
account for why it does not occur on his plane.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> dihedral

[StRaNgEdAyS]

You can use the same measurement, as the difference would be negligible. I
did draw the both out in CAD to check, but that comp's down (still) but the
difference was way under 1°.
Cheers.Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Dene Collett (SA)" 
To: "krnet" 
Sent: Saturday, August 07, 2004 6:09 AM
Subject: KR> dihedral


> Hi Again guys
> Can someone tell me what the dihedral angle is from the horizontal. I know
> you set it up with 5" blocks at the tip but I am using the 5048-5045
> combination which means the wing will be a slightly different thickness at
> same span. I need the angle formed by a line drawn spanwise down the
> centreline of the outer forward spar and the horizontal.I suppose I could
> work it out by drawing the old wing in CAD but I'm sure someone has that
> information at their fingertips.
> Thanks guys
> Dene Collett
> KR2S-RT builder
> Port Elizabeth
> South Africa
> mailto: dene.coll...@telkomsa.net
> P.S: checkout www.whisperaircraft.com
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> KR2SS Project

[StRaNgEdAyS]

Mine KR2S will have 14" aft and 9" foreward stretch over the plans but
they'll either bury me in it, or it will be passed down to the kids.
:-)
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Dick Goff" 
To: "KRnet" 
Sent: Saturday, August 07, 2004 1:09 PM
Subject: KR> KR2SS Project


> Hi Netters,
>   I want to buy, or finish, a KR2S project that has ben "STRETCHED" to
> the following dimensions. 4" forward of the front spar, 14" aft of the
> rear spar, 40" inside cockpit width and 3" additional head room. Anyone
> have one for sale?
> If so E-mail me at: dcg...@webtv.net or 812-887-4168.  Thanks.
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> O200 prop

[StRaNgEdAyS]

There are a few 19- registered KRs here though and mine will be no
exception.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "GavinandLouise" 
To: "KR builders and pilots" 
Sent: Saturday, August 07, 2004 5:32 PM
Subject: KR> O200 prop


> C'mon all you Aussie builders you're a bit slow LOL! I can't believe
that last night while thinking about what rego mark I'll use I checked the
CASA site, and there is only one VH-KR registration mark left. So VH-KRD it
will be!
> So I've emailed CASA to hold it for me.
> VH-KRD was the mark used by a good friend of mine when he built his KR
many years ago, he sold the aircraft and the new owner re-registered it in
the ultralight category.
> Not long after that the new owner crashed at low altitude in a tight turn
and from information of witnesses it has been speculated that he stalled at
high speed, Unfortunately it was a fatal accident.
> My friend who built this KR is also helping me with information on my
project, he also makes propellers.
> I've just overhauled an O200 Continental for it, and am wondering what the
final prop selection any of you using them have come up with is?? I've
checked the archives but the information on there is mostly speculation of
what people are going to use.
>
> Thanks
> Gav
>
> KR2S
> 14" stretch
> 2" stretch in front of foreword spar
> 40" wide at shoulders
> Tri gear
> Balanced tail feathers
> Dual controls
> Cobra arrow canopy
> New airfoil design
>
> Pending VH-KRD
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> KR2S Sport pilot eligible???

[StRaNgEdAyS]

RE: Empty weight doesn't make any difference



Does it not make a difference in the amount of speed you have to carry to
stay in the air?
Actually, if I read the LSA regs right, it doesn't matter, as long as the
gross weight and tyhe stall speed are OK, then it really does not matter how
heavy the plane is empty.

KR> KR2S Stretch

[StRaNgEdAyS]

That would have been me.
Was looking at possibly a  rotary engine, and I'll be including some pretty
substantial tail mods which would bring the W back a bit.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net


- Original Message - 
From: "larry flesner" 
To: "KRnet" 
Sent: Sunday, August 08, 2004 10:55 PM
Subject: KR> KR2S Stretch


> >Hi Netters,
> > I want to buy, or complete a KR2S project that has been "STRETCHED" as
> >follows: 4" forward of the front spar, 14" aft of the rear spar, cabin
> >width of 40" (inside), and raised 3". Are any available?
> >Dick Goff   dcg...@webtv.net
> +++
>
> If you find a used KR "exactly" as you want as stated above, I want you
> to buy me a loto ticket. :-)
>
> The only way to find a KR "exactly" as you want is to build it that way.
>
> Someone recently mentioned a 9 inch stretch forward of the spar.
> Unless they are using a very light engine or a very short mount,
> which will make the engine less servicable, I'd say 9 inches is
> a bit much for W & B.  I'd suggest that builder compare their
> numbers to some "flying" KR's.  Tail heavy is not good but you
> can go too far nose heavy also.
>
> Larry Flesner
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> KR2S Sport pilot eligible???

[StRaNgEdAyS]

Actually, that spar will support that and a fair bit more.
My KR2SD is going to be right on the 1200lb MTOW allowable in the AU
ultralight category. Fortunately we don't have the same kinds of
restrictions in that class as you in the US have in the LSA category. I may
yet bite the bullett and make it a GA reg, but I'd prefer to keep it in the
Ultralight category if I can.
I'll have to do some fairly interesting work to keep the CG in check but the
numbers I've got so far (until my usual comp that I do all my design and
analysis work on went down) check out OK.
One of the mods is a variable incidence horizontal instead of the standard
trim tab to give a wider trim range and increase the CG limits which will
add a little bit of extra weight right at the back to help counteract the
longer nose.
I'll also be looking at a shorter engine mount, and possibly a smaller
engine. I may still go with a corvair engine, but I'm also looking favorably
at a rotary or maybe even an all alloy EFI Rover V8 which weighs in at only
18lbs heavier than the corvair (wet) for a lot of extra neddies.
I will not be using a header tank, but I'll be making fairly substantial
wing tanks, and any cargo will go in the back.
I'm shooting for having the CG envelope with minimum load (one person, no
gear, no useable fuel)  to be right at the front of the CG envelope. Fuel is
to load around the CG to have minimal shift with burn. Crew sit on the CG
line and baggage loading is to bring the CG aft. According to the
preliminary calcs, at full load, fuel, 2 NATO people and 35lbs of baggage,
I'm still in front of the aft CG limit. Fortunately I'm lucky enough to fit
nicely into the standard person parameters.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net


- Original Message - 
From: "Wesley Scott" 
To: "KRnet" 
Sent: Monday, August 09, 2004 12:13 AM
Subject: Re: KR> KR2S Sport pilot eligible???


> A 1300# KR isn't the point.  The wing spar won't support that much of a
> weight increase.
>
> The question is: Will a KR2 AT THE RR MAX WEIGHT OF 900 POUNDS stall at
> 51.785 mph or less and will a KR2S at the RR max weight of 980 pounds?
> Given the RR published stall speed is 52mph.
>
> And lest we forget: Will the KR1 at a max wt of 750 pounds?  It also has a
> published stall of 52mph.
>
> --
> wesley scott
> k...@spottedowl.biz
>
> - Original Message - 
> From: "Dan Heath" 
> To: 
> Sent: Sunday, August 08, 2004 5:46 AM
> Subject: Re: KR> KR2S Sport pilot eligible???
>
>
> > That is my point exactly. You will not be able to get the stall speed on
a
> > KR with a liftoff weight of 1300#, down to the required speed.
> >
> > I guess what the persons who want a KR that is Sport Pilot Eligible,
need
> is
> > another new wing that is the opposite of the old new wing. One designed
> for
> > high lift and low speed.
> >
> >
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> Number of KR's sold

[StRaNgEdAyS]

My plans are KR2 and 2S #'s respectively, 9670 and 1087.
I recently had a huge panic attack when I thought my plans got "mislaid"
during the move to our new house!
Thanks the Gods my Wife found them for me tucked away in a yet to be used
cupboard that was left behind by the previous occupants of the new house!
Cheers,
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message - 
From: "Phillip Matheson" 
To: "KRnet" 
Sent: Sunday, August 01, 2004 3:30 PM
Subject: Re: KR> Number of KR's sold


> My plan No. is 7642  Book No. 68
>
> Phillip Matheson
> mathe...@dodo.com.au
> Australia
> VH PKR
> See our engines  and kits at.
> http://www.vw-engines.com/
> http://www.homebuilt-aviation.com/
> See my KR at Mark Jones web
> http://mywebpage.netscape.com/n886mj/pmkr2.html
>
>
>
>
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>
>

KR> KR "design"/Wright Bros.

[StRaNgEdAyS]

Ok I know some of these are old, but I just realised my webmail server was 
adding a graphic to the text, and as such, the mail was not going through, so 
here they are.

The Wright Bros. had a kind of "tech advisor" of the day who also had worked 
with Lawrence Hargraves in Australia on his lifting cell technology, much of 
the theory which was applied in the foreplanes of the wright flyer.

Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message 
From: "KRnet" 
To: "KRnet" 
Subject: Re: KR> KR "design"/Wright Bros.
List-Post: krnet@list.krnet.org
Date: 10/07/04 08:05


The Wright Bros. were said to have visited Gustav Whitehead's shop. Twoyears 
before their first flight and after Gustav's flight. (We don't know that).
Pat Driscoll
patric...@usfamily.net
Saint Paul, MN

KR> Flap Handle

[StRaNgEdAyS]

Ok I know some of these are old, but I just realised my webmail server was 
adding a graphic to the text, and as such, the mail was not going through, so 
here they are.

I did think about it, but I'm opting for the U-Beaut 12V drill motor version, 
complete with ratchet stops to prevent overrun.

Cheers.
Peter Bancks
stranged...@dodo.com.au 
http://www.homebuiltairplanes.com 
http://canardaviationforum.dmt.net

I can not believe no one wants to buy my factory Rand Robinson Flap Handle.
It is new and never used. Rand gets $90 for these. Make me an offer.

Mark Jones

KR> Wing incidence with RAF-48?

[StRaNgEdAyS]

Ok I know some of these are old, but I just realised my webmail server was 
adding a graphic to the text, and as such, the mail was not going through, so 
here they are.

>From what I can gather, the wings were part of the aircraft that were 
>"borrowed heavily" from the early Taylor Mono.
This aircraft was designed to be considerably slower than the KRs' and with 
STOL characteristics in mind, something that the KRs' aren't for aircraft of 
their size (slow or STOL). That is the reasoning behind the high AoI and the 
large amount of washout. Don't get me wrong, the KR's don't use a heck of a lot 
of runway, but the do use a little more than usual for an aircraft of it's size.
Even if I wasn't opting for the newer AS airfoils, I'd be reducing the AoI to 
1° and the washout to 2°. This will give you a much nicer attitude at trim and 
speed, and the reduction in washout on a plane of this size will not impact the 
stall characteristics noticably, and will greatly reduce induce drag.
Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Corvair Dimensions

[StRaNgEdAyS]

Could I possibly get a copy of that file?
I'm redrawing my modified plans out in Rhino 3D and I could use a scale drawing 
of the corvair engine.

Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net 

- Original Message 
From: "KRnet" 
To: "'KRnet'" 
Subject: RE: KR> Corvair Dimensions
List-Post: krnet@list.krnet.org
Date: 23/07/04 19:15


I need some dimentions off a Corvair.

I found a really nice AutoCad dwg of a Corvair engine on the net. I am
using ACad, so this is perfect for me.

Problem is that the dwg appears to be in an odd scale.

I do not know what variants there are on these engines and it is not
clear which one this is. Is the case (for e.g.) the same on all of
them?

When I got the Cad (2D and 3D) dwg of the dragonfly canopy from Mark
Lougheed I had the same hassle, so maybe I have my ACad set up wrong?

The engine measures 27 units at the widest (rocker covers) and the
piston diam measures 4. Starter ring gear is 10 (greater diam). Could
these be the correct sizes in inches?

If not, please give me a few specific measurements so I can re-scale
this dwg.

Have a good weekend.

(Enjoy Larry F - how many hrs ?)


Steve J

KR> Time to decide

[StRaNgEdAyS]

My opinion, go with 1° incedence and 2° washout.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

- Original Message -
From: "Dan Heath" 
To: 
Sent: Wednesday, July 28, 2004 10:14 AM
Subject: Re: KR> Time to decide


> RE: less than 3.5 degrees at the fuselage, what happens to the normal wing
> tip washout of +.5 degree
>
>
>
> I have an opinion and it is only that. Whatever degrees you decide to set
it
> at, you would still want to compensate at the tip so you will still have
the
> washout. If you don't expect to be flying over 170mph on a regular basis,
> you probably don't even need to be concerned about it.
>
> Another opinion is that you will be hard pressed to find a tech counselor
> who can give you advise on changing the plans on a KR.
>
> "There is a time for building and a time for GOING TO THE GATHERING, and
the
> time for building has long since expired."
>
> See you in Mt. Vernon - 2004 - KR Gathering http://KRGathering.org
>
> See N64KR at http://KR-Builder.org - Then click on the pics
>
> Daniel R. Heath - Columbia, SC
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> Minicab vs KR

[StRaNgEdAyS]

Duncan said:
"I (perhaps foolishly) actually want to build my own
plane. I might regret this, of course, but that's how I feel at the
moment. If all you guys can successfully build really great planes, then
so can I."

Don't can the idea of building. It's really not as hard as it appears and it
is probably one of the most rewarding things you could do.
I'd much rather build my plane than buy it completed, that way I become
intimately knowledgeable about every single part, joint, blemish, nut, bolt
and wire in the thing, and I can then be totally confident that I can
perform the maintenance on it myself. One of the other perks of building it
yourself, you can save a whole bunch of cash on the upkeep.
There are some good local sources for parts as well that bear investigating,
Jabiru do provide a good deal of comparitively inexpensive bits for us on
this (correct) hemisphere, and the owner of the Joey 2 kit as advertised in
Pacific Flyer magazine also can and has supplied parts to local KR builders
as well.

Cheers.
 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> REMOVE FROM LIST!!!!!!!!!!!!!!!!!!!!!!!!!!!

[StRaNgEdAyS]

"OK, I'm dying to knowis there anybody on this list that does NOT have
the message at the bottom of every message that says:

"to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net"?"


Perhaps you need to draw them a picture...:p

KR> Harley motors

[StRaNgEdAyS]

Steve J asked:
"What is a shovel?"

The pre 1986 Harley engines were described as to the appearance of the top
of their engines.
The top end of the knucklehead had 2 knuckle like ends where the valve gear
went, the panhead had a pan type cover and the top of the shovelhead looked
like a shovel blade sitting on top of the engine.
It's been a while since I had one apart, most of the bikes (almost all in
fact) I've worked on were jappas, but I'm pretty certain the lubrication is
pumped through the crank from an externally mounted tank, the pump is driven
directly from the crankshaft and scavenged in a similar manner.
I'll see what info I can find on it for you.

Cheers
 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Harley motors

[StRaNgEdAyS]

Doug said:
"Seems that low end torque at lower rpm's would be
ideal for aircraft applications."

That's what gave me the idea it would be a great engine. to redrive or not
to redrive, that is the question, seems that same discussion is being
bandied about with the Corvairs too. I notice that some do and some don't. I
guess it's a matter for the prop to decide, and whether your particular
engine is build to develop it's power at higher revolutions or not. Of
course you'd have to redrive if you wanted to keep it upright (then engine,
not the bike), unless you wanted a really low slung prop or 2 cylinders
poking out above your cowl, now wouldn't that look strange? It would go a
long way to help cooling though... If someone could help me with the details
about if the darned things can easily deal with being inverted, I might be
getting somewhere! 
Cheers.
 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Question about 5/8 spruce

[StRaNgEdAyS]

Ron Smith asked:
"If one were drill through the 5/8 square spruce and epoxy in that hole a
steel tube, would that make the piece weaker?"

Yes.
Cheers.
 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Tapering Outboard Spars

[StRaNgEdAyS]

Gavin said:

"I can't understand what all the fuss is about !! It's just a case of using
basic hand tools. Go back to basics and mark out all of your spar dimensions
and get a good quality hand plane. You'll be surprised how quickly the
excess material can be planed away, and accurately too.
That's how all of mine were done and they are perfect."

Hear! hear!
The only reason I'm getting mine done by CNC is because I can and it's a
cheap, easy and accurate option for me.
I don't have a table saw and before the gentleman at the mill made his offer
to me, this is exactly how I was going to do them myself. Sometime the
simplest solutions are in plane sight ;-)

Cheers.

 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Corvair availability

[StRaNgEdAyS]

Peter W. said:

"I wish i could find a corvair engine in Europe."

I have a friend in England who is building a fitzer bipe that recently
acquired a Corvair engine very economically, I'll get his contact details
for you, or you could go to http://www.homebuiltairplanes.com and message a
man named Johnny love biplanes and I'm sure he would be happy to point you
in the right direction.

Cheers.

 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Vne

[StRaNgEdAyS]

Colin and Bev wrote:
"I would also add that Vne is normally expressed as the speed at which when
the airspeed is increased beyond that speed , that the airfoil has the
capability to produce loads that exceed the aircraft's ability to with stand
 "

While this once was true for early aircraft designs, anything designed since
the 1920's should not suffer this problem. Simply put, a wing should never
designed where the available lift surpasses the spar's ability to hold it.

What of the case of wings folding in a spiral dive you ask? In the case of
the spiral dive, it is the excessive G forces that lead to structural
failure rather that the excessive speed. 

What would more likely happen in the case where the aircraft has exceeded it
s design speed but is still apparently maintaining control effectiveness is
a condition known as "mach tuck" where the Cl has moved too far back from
the CG and the resultant pitching moment has overridden the horizontals'
(not the elevators') ability to maintain pitch control, so the aircraft
pitches downward sharply, and the resultant sudden shift in attitude can
lead to dramatic structural failure.

Cheers.

 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> want to unsubscribe?

[StRaNgEdAyS]

Don't be too hard on yourself Mark.
:-)
It's one of those things that happens in Cyberspace. The mylist group seems
to be as good as any others for mailing list management.
The only thing I could suggest is that you (or a designated member) keep a
backup of the subscriber list in case of any future server problems.
Cheers.

 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> project Brian sold

[StRaNgEdAyS]

Larry wrote:
"Speaking of Harleys, did you know they sell a spray for your new
leathers that gives you bug stains, etc. so you don't look like
a "newbee" at the get-togethers."

OMG!!! and I thought I'd seen it all! What's next? Fake mud for your 4WD?
On a more interesting note, I did consider running an inverted EVO as my
engine, it's already dry sumped, it can run direct drive to the prop and
will generate sufficient horsepower. I'm stull holding onto that idea, but
for now the Corvair engine is on the top of the list.

Cheers.


 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Harley motors

[StRaNgEdAyS]

Steve J.:
The EVO is short for the H.D. Evolution engine (from 1986 -1998/9?) It's a
darned side less shaky than the Shovel, and about 200% more reliable to boot

I'm pretty sure all H.D. engines are dry sump engines, forced lubrication
supplied by pump from an external tank. (There sure ain't no room in that
tiny crankcase for a sump)
Cheers.
 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Fuel tank construction

[StRaNgEdAyS]

Mark L.
I'm glad to hear you're getting close to finishing!
I must admit I'm eagerly awaiting the reports of your first flights,
particularly with regard to the angle of incidence of the horizontal
stabiliser. I imagine the final setting will be in the area of -1°, but I
will await your reports with great anticipation!
I think I'll get my tanks done out of aluminium, even though the use of
fibreglass tanks is widepread and certainly reliable, I like the extra
insurance of having metal holding all that flammable liquid in.
Just a side note, are you concerned at all about your wing skins fluttering 
at higher speeds? I know the extra stiffness of the carbon fibre would help
a lot, but the large unsupported area may still exhibit sufficient
flexibility to flutter.


Cheers,
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Does Vne mean anything?

[StRaNgEdAyS]

Vne is essentially the speed at which the aircraft becomes uncontrollable,
either through control surface flutter or exceeding the velocity at which
the surface has authority (where the surface remains stable but can no
longer deflect sufficient air to effect movement) or the velocity where
sufficient force cannot be applied to effect control surface movement.
The big thing here is that Vne for a plans built experimental aircraft will
vary from plane to plane, and so each must be assessed on an individual
basis.
Vne can be increased by the simple action of balancing of the control
surfaces. Other things that can  (not necessarily will) increase the Vne,
alteration of: the wetted area of the control surface (making them bigger),
the configuration of the control surface (e.g. Mark L's friese ailerons),
increase the amount of force directed to the control surfaces.
Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> spar skins

[StRaNgEdAyS]

"Somebody else is
welcome to check for us..."
Ok I'm reading it right now, so I'll have a look
p.19.
 "3/32 plywood
 3 ply mahogany, birch or
 poplar center."

Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> KR Paint

[StRaNgEdAyS]

Hey there Tim.

Don't loose heart.
I remember making some horrible mess ups when I started painting cars and
bikes back in the late '80s. One job I totally stuffed up in '96 even after
a lot of practice was a tank on one of my bikes. That was layering clear red
tinter over flat white to get a deep blood red effect, but I did exactly the
same thing you did, and failed to wait until the solvent had completely gone
from the basecoat before I layered up 5 coats of clear red. It looked
absolutely scary!
Paint up a few pieces of scrap and get the hang of it. I'm no professional
painter, but after doing a few practice pieces after even an 8 year break
from painting as I have had now, I can manage a reasonable job.

Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> outboard spar taper

[StRaNgEdAyS]

"If any one
would like to see pics of my sleds I will be happy to dig them out of the
attic and snap a few digital pics."

Hey there Chris.

I'd be interested in those pics.
One thing I'll be doing is outsourcing the cutting of my spar caps, but if
at a later stage I want to do it myself on another plane (npi) I'd be
willing to bet those pics would be helpful.
Once I've got my caps laminated, I'll be taking them along with an IGES file
of my CAD caps to the local hardwood mill, who for a token sum will run them
through their CNC mill, thus giving me absolutely perfectly finished spars
that will even match the AS5048/5 airfoil curve.
One of the benefits to living in a small timber town in the middle of
nowhere is that it doesn't take long for people to get wind of interesting
projects, and there has been plenty of people who are more than willing to
lend a hand to the insane couple who are building planes!

Cheers,

 Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> KR structural analysis

[StRaNgEdAyS]

Larry said:
"The KR is a radio control model scaled up to one carrying people. It was
not "engineered" at any time."

I beg to differ, I was under the understanding that the KR was actually a
scaled down version of a larger GA aircraft, right down to the RAF airfoil.
(I think this info came from Mr Langford's site in the new airfoil blog)

Cheers, 
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> lost messages?

[StRaNgEdAyS]

I appear to be loosing messages too, 
I think I have had four posts disappear in the last 2 days, one message was
sent twice and still no appearance.
Cheers.
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> High Alt

[StRaNgEdAyS]

This is attempt #4 to get this message up.
I hope by now I have made sufficient sacrifice to the gods of cyberspace and
it makes it through this time. 

Hey there all.

Yes, I was in error! 

I have below an answer to this question given to me by a friend of mine. I
hope you all find it as helpful as I did.

"An airplane, in order to fly, understands only one thing, dynamic pressure.
Regardless of what the air does, the aircraft only understands the amount of
mass of air that is traveling across its surfaces. Mathematically, dynamic
pressure is expressed as:

Q = .5 x (rho) x (Velocity)squared

where rho is the air density.

In an aircraft, dynamic pressure is simply the INDICATED airspeed. The pitot
system and airspeed instrumentation will give you the correct indication of
performance, regardless of density altitude. If you fly at INDICATED
airspeed, you should be able to stay out of trouble.

Now, there is also a secondary effect, but that would require more
explanation than what I wish to spend time on here. In short though, this
effect results in a non-intuitive shift in the best rate and angle of climb
speeds - the speeds actually decrease a bit. This means that when you are
climbing out on a hot day, if you have clearance issues you will have to
actually slow down a hair to get the most performance out of your airplane.

But when doing so, keep in mind that your INDICATED stall speed is still the
same By slowing down you may get to a better rate of climb but you are
also closer to stalling. As such, to operate here requires a good
familiarity with your airplane and very precise speed control.

Personally though, I would not recommend this unless it is absolutely
necessary. I prefer more power in my airplane so that this is not an issue.
If I'm flying an airplane with less power than necessary to get the needed
amount of performance, it is then probably better to stay on the ground
until the weather cools off.

As far as the rotation is concerned, ground effect is only a result of the
airplane's geometry and the wing's proximity to the ground, not density
altitude. When the wing nears the runway, the surface reflects the wing's
downwash, directing it more horizontal. This reduces the angle of attack of
the flow over the horizontal tail, thus decreasing the amount of lift it
generates.

At higher density altitude, the horizontal, like the wing, is affected by
the air's density and thus the surface's capability to develop lift is
reduced. However, this too just boils down to "Q" and indicated airspeed."

Thanks to Bill Husa from Orion Technologies.

Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Airfoil ARC files.

[StRaNgEdAyS]

Hey there KRnetters
I have uploaded to my FTP a pair of .ARC files for use with DesignFOIL or
other similar program.
I made them from the co-ordinates posted on the new airfoils link so I could
easily plot the new airfoils into Rhino3D for use with my design ideas.
I am drawing the plane out in CAD and running a quick check on it before I
start anything.
If anyone wants a copy, you can get them from:
http://members.dodo.com.au/~peteandsarah/AS5045.ARC
http://members.dodo.com.au/~peteandsarah/AS5048.ARC
Cheers, 
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Center spar lengths?

[StRaNgEdAyS]

I am working out some of my modification ideas for my KR2S, and I have
noticed a slight discrepancy in between the plans and the book.
The plans call for a front spar of 83" overall length with a 84" overall
length for the rear spar.
The book says to do both 83". Since the Book is primarily for the KR2, then
should I go with the plans then, of is it more than likely a typo and stick
with the book dimensions?

Cheers, 
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net 

KR> Template Questions?

[StRaNgEdAyS]

Hey there all,
I downloaded the PDF templates for the AS5045/8  airfoils. While the root
airfoil is marked as AS5048, (as I expected) I noticed the tip airfoil is
marked as being AS5046 instead of AS5045.
Is this just a typo or did I D/L the incorrect file?
Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Center spar lengths?

[StRaNgEdAyS]

D'OH!

I just answered my own question...
sorry guys 'n' gals, The 2 pages were stuck together, I only noticed it 'cos
it looked a little too thick!

Turns out the book AND the plans are in agreement!
*wanders off feeling rather silly and slightly embarrased*

Cheers,
Pete.

KR> Closing the Outboard spars?

[StRaNgEdAyS]

 Hey there all,

I notice it says in the plans that the outboard spars are covered with ply
on one side only, but it seems from viewing the sites, that they have been
completely closed in?
Is this the case, and if so, why do it, if it isn't called for, wouldn't it
be adding that much extra weight?
Forgive me if I sound a little stuck on this weight issue, but it's
important for me to remain as much under 1200lbs MTOW(gross) as possible.

Cheers, 
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> Closing the Outboard spars?

[StRaNgEdAyS]

"The 2S has ply on both sides."

Thanks for clearing that up for me Brian. :-)

Cheers, 
Pete.

KR> KR2S Plans #1087

[StRaNgEdAyS]

Hello there all!
I figured I'd chip in with an introduction.
My name is Peter Bancks, My wife Sarah and I live in the sunny (but cold at
the moment) South East of Queensland Australia. We recently recieved KR2 and
KR2S plans # 9670 and #1087 respectively. We intend on building the S
variant.
We are about 2 hours out of Brisbane in a small country town called
Blackbutt (yes REALLY).
Out here there is not a lot to distract us from the task of building our
first plane together (apart from the fact my wife is currently 8 weeks
pregnant with our first child), so we hope to have it completed within 2
years. I do believe a friend of mine shot Murphy (of Murphy's Law fame) last
week, so until they find a replacement (probably Shamus, Murphy's second
cousin) we should be able to make some decent progress!
That's about all for now, will keep you all posted, and submit a web address
to be added to the KRnet.org list as it gets done.
Cheers,
Peter and Sarah Bancks

KR> High Alt

[StRaNgEdAyS]

Buzz.

With reference to your concern about high altitude there are a couple of
issues to take into account.
Firstly, at altitude your MTOW is always going to be reduced over the MSL
maximum. Extending the wings may well compensate for that, but then you are
going to get a higher drag, requiring more HP to overcome it.
Secondly, and of greater concern, the higher altitude will also affect the
level of control authority, so while you may well get off the ground on that
hot day at your high altitude strip with a moderate load, you may find that
you lack sufficient elevator authority to get out of ground effect, and even
though you may have sufficient lift from your wing extensions, and power up
the yazoo from your turbo'ed engine, you are still going to trip over the
boundary fence because you are stuck in ground effect.
It's overcoming that ground effect that is going to be the reall isue for
you, not the horsepower of your engine.
I'll have a hunt around, because I also live at the top of a mountain range,
and it is an issue that I too will have to deal with .

Cheers.
Peter Bancks.
stranged...@dodo.com.au

KR> Ailerons

[StRaNgEdAyS]

Mark.
It would be possible indeed to reduce the size of your ailerons, but the big
limiter as I see it is going to be the aft spar. Unless you want to move it,
I think you have to stick with the plane versions or you will suffer a
reduced roll rate. If you did want to shift the aft spar, you could probably
get away with reducing the length to 50% of the wing and increase the depth
to 30% constant depth of the chord line. This should retain the existing
roll rate and allow you to shorten the length of the aileron.

Cheers.
Peter Bancks.
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.net

KR> KR structural analysis

[StRaNgEdAyS]

I have a comprehensive design analysis application, if anyone wants to get a
copy contact me off the list for the details.
Cheers.
Pete.
stranged...@dodo.com.au

KR> Ailerons

[StRaNgEdAyS]

Mark L:
That's one absolutely beautiful set of wings!
This certainly makes things easier for me! I was planning on using friese
style ailerons as well, and that split flap is perfect!
Cheers
Peter Bancks
stranged...@dodo.com.au
http://www.homebuiltairplanes.com
http://canardaviationforum.dmt.com

KR> Ignition Noise

[StRaNgEdAyS]

"Someone told me the power wire to the radio needs to
be sheilded as the eng noise is conducted through the radio via this
wire??"
A power filter can be fitted to the power bus of the radio stack. You can see 
similar devices attached to most car stereo power leads for just this reason.

KR> engine update

[StRaNgEdAyS]

That's one sexy looking KR there Mark!
I have a feeling that on a 6 cylinder distributor and coil powered unit the
tach should be set to 6 pulses per revolution, the three pulses setting
would be for a 6 cylinder coil pack setup where the plugs spark on the
exhaust stroke as well a-la motorcycle CDI unit.
Cheers. 
Peter Bancks.
stranged...@dodo.com.au

KR> engine update

[StRaNgEdAyS]

Mark wrote:
"Typical four stroke engines (such as cars and Corvairs) spin twice for
every
time they fire (one TDC is for compression stroke, the next one is for
exhaust stroke), so a Corvair six times per two revolutions, (averages
firing three times per revolution), so I have it set correctly for my engine
type."

That is true...
I feel a little silly now... :o
I blame it on having to be up at 5am...
So what do you think is up with the tiny tach and the EIS?

KR> KR2 One seater

[StRaNgEdAyS]

Check out some of the builders' links on www.krnet.org I think I saw a
single seat KR2S on there.
The S in the KR2S stands for stretch, and as such it is slightly longer than
the standard KR2. This was, I believe, to resolve some of the pitching
moment issues related to closely coupled aircraft. In other words, it is
longer to give it a little more pitch stability, the horizontals don't have
to work as hard to counteract the action of the wing's lift against the CofG

Just my humble opinion.
Peter Bancks.

KR> Foam type

[StRaNgEdAyS]

Alex wrote:
"It has a VERY-VERY small cell structure and I am not sure if I could use
such kind of foam
in wing construction"

Many foam cored composite structures, aircraft included (the cozy and
velocity for example) use this type of foam. The smaller cell structure
should actually be an advantage as it will take less micro to fill the cells
therefore your finished weight will be reduced. The smaller cell structure
is also an advantage over the larger variety in the sanding department as
well, there is a much lesser chance of teasing pieces out during the sanding
process, leading to the addition of yet more micro to smooth the surface.
As to why the micro isn't taking to the surface of the foam is a bit of a
mystery. I'll see what I can find out.
Cheers.
Peter Bancks
stranged...@dodo.com.au

KR> Foam type

[StRaNgEdAyS]

Gene said:
"One thing to consider about foam is Styrofoam will dissolve in gasoline"

While this is true, I would say that if you had areas where fuel would be
coming into contact with the foam you have bigger problems. Having said that
 the polyurethane foams are great stuff, they can have a much higher
compression resistance which lessens the likelyhood of pressure damage, for
instance if someone steps on an unsupported wing area.
Cheers.
Peter Bancks.
stranged...@dodo.com.au

KR> Foam type

[StRaNgEdAyS]

Jim said:
"the former builder did say that that this foam can not be cut with a hot
wire device due to the toxic gas that it would emit"

This is a good point.
While polyurethane foams can be cut with a hot wire, it would be inadvisable
to do so without very good ventilation and breathing apparatus as they do
release copious amounts of poisonous fumes.  One thing to watch out for is
just how fast that 2 part expanding foam takes off, a little goes a long
way. If you really want a good laugh, mix 200ml (8Oz) of each  in an ice
cream bucket and put it on the floor of an old car (with windows intact) and
shut the door 
Cheers.
Peter Bancks
stranged...@dodo.com.au

KR> Foam type

[StRaNgEdAyS]

Alex,
Here is an answer to your foam query offered by a friend of mine who happens
to be a well respected aeronautical engineer and manufacturer.

"The answer to your question is simply based on how the foam is used and
what you hope it will do for you. I am assuming that in the construction you
describe you are envisioning a construction process similar to that used by
the Vari-Ezs and others, where the foam acts primarily as the shape plug,
which you then cover with a structural material.

In that application the purpose of the foam is to provide aerodynamic
shaping and to provide surface stability for the covering materials, in
order to reduce the chance of buckling or localized crippling when the
structure is under load. There will be some loading in shear within the
structures and so any application should be analysed in order to verify that
the application is within the realm of the material selection.

As a general answer though, the loads tend to be very small in this case and
so the bond achieved between the epoxy and the foam should be more than
enough. There is however a misconception in your post - the strength of this
structure is not based on the foam "absorbing" the epoxy. As a matter of
fact you actually do not want this to happen as this will make the structure
substantially heavier. This is why the extruded foams are preferred to the
expanded ball styrofoams - they tend to be stronger with more surface
stability, they shape and/or sand easier, and they do not absorb needless
amounts of resin.

Yes, the laminate will peel off the surface quite readily, but in service
peel is not the type of loading you see. If designed correctly, there will
be no exposed foam edges from which the surface covering could separate -
the entire foam substructure is enclosed in the composite shell.

But the bottom line in all this is the proper design of the wing. The foam
is not structural beyond providing surface backing to the structural shell
and a moderate amount of shear resistance. In a normal wing the shear
resistance is provided by the ribs so the loads are concentrated just in the
area where the rib flange contacts the skin. In a foam cored wing, the skin
is in full contact with the foam interior and thus the large amount of
surface adhesion results in very low shear loading.

In order for the structure to behave predictably, it will be important to
design the wing in such a way that the primary loads are absorbed by the
skin, any intermediate shear webs, and of course the built-in spar caps, and
any loads transmitted to the foam are kept to a minimum. The details of all
of this will be a function of the design requirements and the detailed
engineering analysis."

I hope this helps you, and it should also provide some valuable info to
others on the list.
Cheers,
Peter Bancks.
stranged...@dodo.com.au

KR> Mogas and fibre glass

[StRaNgEdAyS]

William wrote:
"Is there any evidence that motor gas will affect the fibre-glass fuel
tanks in our KR's? I have a continental and have always used avgas, but
with the increasing costs i am considering mogas"

I recently went through this type of research when trying to decide fuel
tank configuration in a design of my own.
I was tossing up whether to just seal the aluminum skins of to make a fuel
cell inside the skin.
Anyway, The research led me to the understanding that properly cured resins
are also impervious to fuel. The Rutan based composite constructions, along
with many others, have fuel tanks made using the same materials as the rest
of the aircraft and they have no troubles at all, regardless of their fuel
type.
Of greater concern is the compression ratio and valve guides in your
existing engine, since aircraft engines are designed to use the higher
octane AVGAS (100LL),  the compression ration is higher than in an
equivalent automotive engine. Use of lower octane ULP can lead to pre
ingnition problems which can dramatically shorten engine life. I'm not sure
of the price of premium unleaded fuels over there, but here they are not a
great deal cheaper, and the octane rating is still a couple of points lower
than the AVGAS
The other concern with ULP is that Aircraft engines are designed for use of
a leaded fuel, and as such, the valve guides are lubricated by the lead
content of the fuel. You will need to have bronze guides installed or use an
additive to deal with it, or the guides will wear rapidly, also dramatically
shortening your engine life.

Cheers,
Peter Bancks.
strange...@dodo.com.au

KR> Mogas and fibre glass

[StRaNgEdAyS]

On the subject of fuel tanks and resins

Lancair use the vinyl-ester resin in the construction of their tanks, but in
an application where you are likely to be laying up over the foam, the
vinyl-ester resin will dissolve it. There are quite literally 1000's of the
Rutan style aircraft and others flying with epoxy resin tanks with no record
of leakage, seepage or failure. 
The "sloshing" compound can be used, but there has been a number of
instances where it has begun to peel and block the fuel systems and as such,
Vans aircraft no longer recommend it for use in the RV's.
I'll see if I can find a more comprehensive description of the issue.

Cheers, 
Peter Bancks.
stranged...@dodo.com.au

KR> tire pressure?

[StRaNgEdAyS]

Mark L asked
"Any KR pilots have an opinion on what kind of tire pressure I should use in
my 11x4.00-5 tires? "

Hey there, 
Not a KR pilot yet, Awaiting delivery of some plans and already working on
some mod's and currently designing a separate craft of my own ;) 
You can probably go lower with little ill effects if your gross weight is
significantly lower than the tyres rated load. You can judge this by
watching the spread of the tread as the tyre inflates with a full load. For
flat treaded tyres, watch for separation of the edges of the tread from the
ashphalt, go back a little past the point where they touch again and that
should be it. For grooved, rounded profile tyres, do something similar, but
use the inside edge of the outer grooves as your reference point
If you are going to be flying to/from softer ground, like a wet field or
sand then you can reduce the pressure by up to 1/2 that for better traction.
but this can quickly lead to tyre damage if used on a paved surface for
extended periods.
Cheers,
StRaNgEdAyS
a.k.a. Peter Bancks.
stranged...@dodo.com.au

KR> thrown plug

[StRaNgEdAyS]

I had this same problem with one of my motorcycles. It took 1/2 the thread with 
it, so I got all the plug threads helicoiled. That fixed it and I never had a 
plug come loose in it again.