> "I don't think the manifold pressure gauge [vacuum gauge] is going to
tell you much other than your throttle setting for a given altitude."
It won't even do that if you fly wide open throttle - which if above 8K I
assume everyone does.
Steve Bennett had a chart that showed
I have a manifold pressure gauge in my KR. It's nice for fine tuning throttle
settings and calculating percent power, but it's only there as a personal
preference and is completely unnecessary without a constant speed prop. Can't
say that I would be able to diagnose valve issues or engine
In the US, a DAR inspection is the only FAA inspection required on an Amateur
Built Aircraft, and is only performed after the aircraft is completed. All
other inspections are typically by an EAA Tech Counselor and are strictly
voluntary... i.e. not required. Even the Tech Counselor
You can order direct or through your favorite aircraft parts vendor. If your
spring is mounted at a non-standard angle, they will be happy to make one to
fit your plane. Choose between the 4" solid tail wheel or the 6"
semi-pneumatic tailwheel (hollow inside to make a bit softer).
That's the way it's supposed to work... in theory. The reality is that many
FSDOs simply don't have the manpower to do amateur built inspections. I have
seen guys get held up for a year waiting on FSDO to do an inspection because
they wouldn't cough up the $500+ travel expenses to
Or you might want to consider using lead shot mixed with epoxy resin and either
flox or milled fibers. Makes it easy to mold to shape cold. Lead is a
distinctly unhealthy material to be melting.
Los Alamos, NM
Subject: KR> Melting lead
First a comment before my
Either method works just fine. I chose to counterbore the hinges and used
flush screws with the screws offset between the aileron and the wing. Like
Larry, I also floxed a set of #8 nut plates to the back of the mount holes to
make them removable.
One note on self locking nut plates like
Unsanctioned by USAF? Yes. We only did that when the inspectors weren't
For others, running a tap through the metal self locking nut plates does not
destroy their self locking qualities. They don't just bind as tight, so they
don't destroy the threads on Stainless screws or
Just notch a step into the skin large enough for the false spar to sit in the
skin, then scrub the foam out from between the layers about 1/4" deep. Fill
with Flox and slide the false spar into place. Your call whether you want to
add a layer of glass to it while the flox is wet or not. I
You are allowed to expose yourself to lead if you choose. I think most of us
have, including me on numerous occasions. But after watching a friend's
illness with lead poisoning from bead blasting aircraft cylinders IN a bead
blasting cabinet, I don't work with lead anymore without adequate
Like Joe, I also have a small composite header tank and wing tanks. I carry 9
gallons in the header and 6 1/2 in either wing. I run gravity feed from the
header at all times, and transfer fuel from the wings to the header
periodically in flight. With this type of configuration, I see
Clearly you took good notes when you visited my shop! -Jeff Scott
Cc: "Oscar Zuniga"
Subject: KR> engine update
Larry: I see your problem immediately. Your hangar is too clean for you to get
any serious work done. I do not see *any* tools on the
I am a bit confused about the 160 HP Continental engine. ?What engine model is
that? ?Continental made an O-346 which is 165 HP, and an O-300, which is 145
HP. ?Or do you mean a 160 HP O-320 Lycoming? ?
George McHenry had just replaced the O-235 Lycoming on his Single Seat KR-2S
with a 160 HP+
Thanks for passing this along. ?I knew Bob was in the end game from your last
post about him a few weeks ago. ?He was one of the good guys and will be sorely
missed. ?I'm relieved that he was able to pass on without lengthy suffering.
Los Alamos, NM
I noted that
After a fair amount of experimenting with props over the years, I will
respectfully disagree with you, Jeff, and agree with Tommy. ?But I will also
state that the statement about longer props equals better climb is only true
within limits until you reach a point where the engine HP gets used up
> - Original Message -
> Maybe I AM blowing smoke and will inhale it later but I AM curious about
> all the talk of adding drag to the KR to slow it down.
> ?I have flown several low drag / clean aircraft without flaps and
> never had any unnerving problems with landing.
> ?My personal
rame drag and more
> influenced by raw mass flow past the cowl and anything else directly behind
> That being said, your comment about finding the right compromise is spot on.
> Same elephant ; )
> Sent from my iPhone
> > On May 9
> To: Jeff Scott, KRnet
> Subject: Re: KR> Drag
> Today at 3:10 AM
> The egos, the drama, the over reactions, the perfectionism,
> WOW I am sick,
> Carl Edward Dow
> On Friday, May 9, 2014 10:25 PM, J
Static balancing controls is always a safe addition to the plane, but is still
an addition of weight.
It's probably worth noting that the plans do not call for static balancing the
elevator. I have flight tested the original design elevator to 225 mph IAS
with no indication that it might
> We need to start planning. I've been looking at a route that goes through
> Jeff Scott's airport. If anyone else wants to join me going through the
> mountains from the Midwest to Chino let me know.
> Rob Schmitt
> Kansas City
> Robert7721 at aol.com
I have sufficient hangar
The Mode C veil is not going to go away. Instead, in 2020 you will have an
additional requirement of either a Mode-S transponder with extended squitter
and GPS position reporting encoded into the extended squitter (known as
1090-ES) to replace your Mode-C transponder, or you can have ADS-B Out
What Chris describes is not at all unusual. A number of aircraft fly better in
an aft CG as the elevator gets too heavy with a forward CG. A C-182 is a good
example. A 200 horse Muskateer is another. It flies better and is easier to
land if your CG is a bit aft simply because the elevator
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