Re: KR> Cockpit vacuum gauge

2017-02-02 Thread Jeff Scott via KRnet
    Jeff said, > "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

Re: KR> cockpit vacuum gauge

2017-01-31 Thread Jeff Scott via KRnet
  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

Re: KR> DAR inspections

2017-01-22 Thread Jeff Scott via KRnet
Bob, 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

Re: KR> Tailwheel assembly

2017-01-22 Thread Jeff Scott via KRnet
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).

Re: KR> Archives

2017-01-25 Thread Jeff Scott via KRnet
  Ron, 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

Re: KR> Melting lead

2017-01-27 Thread Jeff Scott via KRnet
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.  -Jeff Scott Los Alamos, NM   Subject: KR> Melting lead First a comment before my

Re: KR> Aileron hinge bolts

2017-01-20 Thread Jeff Scott via KRnet
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

Re: KR> Aileron hinge bolts

2017-01-20 Thread Jeff Scott via KRnet
Unsanctioned by USAF? Yes. We only did that when the inspectors weren't looking. :o) 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

Re: KR> Aileron hinge bolts and BID

2017-01-20 Thread Jeff Scott via KRnet
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

Re: KR> Melting lead

2017-01-28 Thread Jeff Scott via KRnet
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

Re: KR> Fuel header tank

2017-01-16 Thread Jeff Scott via KRnet
    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

Re: KR> engine update

2017-01-17 Thread Jeff Scott via KRnet
   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

KR> Most heavy engine

2014-05-08 Thread Jeff Scott via KRnet
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+

KR> FW: Bob Lee's passing

2014-05-10 Thread Jeff Scott via KRnet
Mark, 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. Jeff Scott Los Alamos, NM I noted that

KR> Fw: Re: Propellers

2014-05-10 Thread Jeff Scott via KRnet
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

KR> Drag????

2014-05-10 Thread Jeff Scott via KRnet
> - 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

KR> Fw: Re: Propellers

2014-05-10 Thread Jeff Scott via KRnet
rame drag and more > influenced by raw mass flow past the cowl and anything else directly behind > it. > > That being said, your comment about finding the right compromise is spot on. > Same elephant ; ) > > Jeff > > Sent from my iPhone > > > On May 9

KR> Drag diatribe

2014-05-11 Thread Jeff Scott via KRnet
02:14 AM > 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, > > Sincerely, > Carl Edward Dow > On Friday, May 9, 2014 10:25 PM, J

KR> New email program.

2014-05-20 Thread Jeff Scott via KRnet

KR> KRElevator weights advise

2014-05-21 Thread Jeff Scott via KRnet
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

KR> progress

2014-05-26 Thread Jeff Scott via KRnet
> 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 > N1852Z > Kansas City > Robert7721 at aol.com I have sufficient hangar

KR> How do you test a transponder?

2014-06-04 Thread Jeff Scott via KRnet
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

Re: KR> Pitch sensitivity

2017-01-12 Thread Jeff Scott via KRnet
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