OOPS - was meant for dm.laverick directly, not the group.
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Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please
*Added thought:*
If you are not receiving things posted to the krnet site, then something
is wrong or you have never subscribed.
You can contact the net administrator to straighten it out, here:
krnet-ow...@list.krnet.org.
If krnet mail is going into your trash or spam folders directly,
Is this what you want? It may be old information since they still show
Ken Rand and Rand Robinson Engineering as contacts. Ken died years
ago, and Rand Robinson no longer exists.
I have no other information. (This came from an internet search.)
Good luck,
George
On 10/30/2016
Paul -
Yahoo found it, sort of. Apparently Yahoo is still good for something.
I don't know whether the screenshot below will work with the text only
requirement of the KRnet, but if not, try Yahoo. Google should pick it
up when it starts appearing on various sites besides KRnet - though that
Larry:
I was replying to Dan H's post re: magnetometers as alternate, and
should have made that clear. The comment "(dry)" was with respect to
the "whiskey" qualifier in the subject line, and "wet" referred to the
dampening agent used in the typical "whiskey" compass.
What I said was what I
My understanding is that the intent of a (wet) compass requirement is as
a last resort/emergency/always available navigation tool - with the
fluid serving as a dampening influence compared to a dry compass with no
dampening. In order for any other type to qualify, there must be no
external
Info here:
http://www.nvaero.com/pages/Contact-Us.html
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Was the area under the washer spot faced or otherwise smoothed?
If not and it was rough like in the picture, well . . . .
George
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-- next part --
A non-text attachment
PS - I said "side", but technically it is the "ring" contact, the narrow
ring seen on your mic plug between the tip and shank portions.
George
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The attachment should explain it.I am not familiar with your stick
grip, but if you notice in the diagram all the push to talk switch does
is ground that "keyline" to activate the transmitter. That is the tip
contact on your mike socket. The side contact is for the (shielded) mic
wire,
"...between it and the pushrod location..." /*should read:*/*//*
"between it and the cylinder tiedown rod location"
Sorry.
George
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Even if that head machining left little or no material between it and
the pushrod location, doesn't the cylinder seal against the head, thus
making that possible or real gap in the head material immaterial to the
leakage problem?
Looking at the picture of the head again, there is discoloration
If I recall correctly, Great Plains says that they don't use oversize
valves because it can/will cause cracking in the head between valves...
and they don't use aluminum pushrods.
I have seen other engines use aluminum pushrods with steel caps with
excellent results, but those were not made
All ignition wire insulation breaks down over time, and if yours are not
shielded wires, it becomes visible in total darkness when
the engine is running.
If you have a car or truck with a few years or many miles, take a look
some dark night. You may be surprised at what you can
see
Re the email today intended for Randy only -
Sorry for not catching that it included half the prior emails in
history. My mistake. I do know better.
George
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*/ Randy: /**/
/**/
/**/Yes, I answered you and got your first reply - then I sent another
email 3 days ago asking more and requesting pictures, but no answer to
that one. I will /**/
/**/insert that second email below. Please send as many pictures as are
available, even if that means more
The plate can be almost any size. It can be round, square or
rectangular as fits the available space, but should be large enough that
the radiated energy will be reflected off the plate and not enter the
cockpit. Imagine a light bulb in place of the antenna, and making a
shield to stop the
The best way to explain may be to go directly to the Great Plains
website and do a lot of reading. Lots to be learned there.
Here's a link to one page with most items arranged alphabetically:
http://www.greatplainsas.com/sceparts.html
George
Chris -
If you do scan the second article and pass it on, would you put me on
the distribution list?
Thanks for taking the time and effort to do it.
George
On 4/9/2015 12:28 AM, Chris Prata via KRnet wrote:
> Also, I
Very sanitary from day one - enviable work!
George
On 3/19/2015 5:27 PM, Robert Pesak via KRnet wrote:
> Hi everyone,I've been working every day trying to get everything ready for
> the DAR, he has got me set up for the
OOPS, think I misunderstood your situation - thought you were talking of
using just the handheld com/VOR.
Still, those radios have been approved by the FCC for use in aircraft,
so the only possible snag in my view is not having it installed by a pro
and signed off - and I bet that is not
I think similar items are considered more a backup for emergency use
rather than the only equipment, but hey, the FCC approves them in the
transceiver sense, and even the big boys often carry one as a last ditch
comm means. Not sure about the VOR aspect though, but likely that also
would be
Interesting - but the way I read it, these are only for Continental
engines... unless you give up the tach cable and oil filter on a Lyc - - ?
George
On 3/4/2015 10:56 AM, CraigW via KRnet wrote:
>
>
> On my O-235-C1
*/Larry said, "That might throw off the harmony and stick forces between
the elevator and ailerons requiring more or less movement or stick
forces in pitch or roll. I'd recommend sticking with the designed
geometry."
/*That brings up a question I have been wondering about: As designed,
how
Lets see if this works: (photo copyright by k-46.com, but it's OK for
me to use)
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-- next part --
A non-text attachment was scrubbed...
Name: Jam31crop.jpg
Type: image/jpeg
But some of us don't use Facebook...
On 1/26/2015 9:00 PM, Phillip Hill via KRnet wrote:
> Facebook page...https://www.facebook.com/groups/KR2S.aircraft/
>
>
> On Mon, Jan 26, 2015 at 9:57 PM, Chris Prata via KRnet
Me too, same room, about 20 years ago - and will never cease being
"reminded" of it, so enjoy your good fortune, pardner.
:-)
(name not shown, just in case)
On 1/26/2015 5:44 PM, Mark Wegmet via KRnet wrote:
> I take a lot
Alan:
Because with ANY amount of fuel in the tank, if it is capped and vented
normally, the ratio of fuel to air (oxygen) */inside/* the tank is never
near that required for ignition. Way too rich, in other words, like
killing a running engine by pulling the choke full on despite the spark
As I learned it decades ago, with any fuel at all in the tank even if
there is a spark, the fuel to oxygen ratio is so high that it would not
ignite. Automobiles have had electrical resistance type gauges in the
tank for a long time, and as Mark points out, have also had submerged
At the risk of making a fool of myself, I bet he's confusing diseases of
living trees with lumber/wood preservation and protection.
Fungus can attack most any unprotected or ignored wood or wooden
product, so some sort of protection is required for longevity. Varnish
was the old standby but now
Mike -
Perhaps you can explain why in the report the term, "/normal to the
airflow/" rather 'than parallel with', or 'perpendicular to' the airflow
is used. Is that a common reference in the UK? It just seems a little
nebulous to me in understanding immediately upon reading the report, and
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