It's not about fuel burn, comes down to prop rpm. and engine longjevity. -------------------------------------------- On Fri, 8/19/16, krnet-request at list.krnet.org <krnet-request at list.krnet.org> wrote:
Subject: KRnet Digest, Vol 4, Issue 217 To: krnet at list.krnet.org Date: Friday, August 19, 2016, 11:00 AM Send KRnet mailing list submissions to ??? krnet at list.krnet.org To subscribe or unsubscribe via the World Wide Web, visit ??? http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org or, via email, send a message with subject or body 'help' to ??? krnet-request at list.krnet.org You can reach the person managing the list at ??? krnet-owner at list.krnet.org When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: ???1. Re:? Experienced with Solid Works at the Gathering (Paul Visk) ???2. Re:? Kr2s Engine? (Doran Jaffas) ???3.? Cross Country Planning (laser147 at juno.com) ???4. Re:? Cross Country Planning (Doran Jaffas) ???5. Re:? KR2S gross weight question (Chris Gardiner) ???6. Re:? KR2S gross weight question (mark jones) ???7. Re:? Cross Country Planning (Mike T) ???8. Re:? Cross Country Planning (Doran Jaffas) ???9. Re:? KR2S gross weight question (n357cj) ? 10. Re:? KR2S gross weight question (Doran Jaffas) ? 11.? Kr2 worldtour (colin hales) ? 12. Re:? KR2S gross weight question (ml at n56ml.com) ? 13. Re:? Cross country planning and a KR ? ? ? (brian.kraut at eamanufacturing.com) ? 14. Re:? Cross country planning and a KR ? ? ? (brian.kraut at eamanufacturing.com) ? 15. Re:? Experienced with Solid Works at the Gathering (Wunder) ? 16.? Oilite bushing insertion (S) ---------------------------------------------------------------------- Message: 1 Date: Thu, 18 Aug 2016 11:50:34 -0500 From: Paul Visk <ppaulvsk at aol.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> Experienced with Solid Works at the Gathering Message-ID: <kt7xs3rv543tgblfsmewqs08.1471539034084 at email.android.com> Content-Type: text/plain; charset=utf-8 ? ? Here is Charlie Becker reply.?I misunderstood him. ?PaulI am talking about Solidworks but I was thinking we could have a workstation set up with it to let someone who really knows (I don?t) it show it off.? I was not planning to do it during my talk on certification. ? Thanks,Charlie? -------- Original message -------- From: Tony King via KRnet <krnet at list.krnet.org> Date: 08/17/2016? 7:34 PM? (GMT-06:00) To: KRnet <krnet at list.krnet.org> Cc: Tony King <tking58 at gmail.com> Subject: Re: KR> Experienced with Solid Works at the Gathering Are you sure he's talking about Solid Works? That's a 3D CAD and modelling tool. I'm trying to imagine how a presentation about registering an aircraft might be delivered using that tool. Sent from my iPhone > On 18 Aug 2016, at 10:30 AM, Paul-Visk via KRnet <krnet at list.krnet.org> wrote: > > > I'll talked to Charlie Becker from EAA today. He is doing a forum? Saturday > afternoon. > > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options _______________________________________________ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options ------------------------------ Message: 2 Date: Thu, 18 Aug 2016 13:14:57 -0700 From: Doran Jaffas <vintageaircraftowner at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> Kr2s Engine? Message-ID: ??? <CAC1P3JQsdDY6zeQ4zJuh28w8SWeqNVcaCU5i-4ZHyHfUxgapCw at mail.gmail.com> Content-Type: text/plain; charset=UTF-8 Sounds like Ill stick with the venerable VW. The 0200 is a good engine and a good midtime one can be had reasonably. On Aug 17, 2016 11:46 PM, "Jeff Scott via KRnet" <krnet at list.krnet.org> wrote: > As Mark says, it mostly boils down to personal preference.? A more > realistic view of the fuel burn was when Joe Horton and I flew side by side > from Los Alamos,NM to Chino, CA and back, he in his Corvair powered KR and > me in my O-200 powered KR.? We flew the whole trip within sight of each > other.? There are differences between our planes to be sure, but we are > very closely matched in speed and performance.? Joe burned 1/2 gal/hr less > than I did with my O-200 for the trip. > > On the other hand, in 1150 hrs, my KR has never fallen from the sky.? Not > many Corvair powered KRs can make that claim.? For sure, I have abused and > broken things in my engine.? But the O-200 is stout where it counts.? It > has never missed a beat, and things like a broken rocker shaft boss were > found while performing routine maintenance in the hangar.? If you're going > to build a Corvair to try to match an O-200 for reliability, it's going to > cost as much to build as the O-200. > > -Jeff Scott > Los Alamos, NM > > > > > > Sent: Wednesday, August 17, 2016 at 6:55 PM > From: "Mark Langford via KRnet" <krnet at list.krnet.org> > To: KRnet <krnet at list.krnet.org> > Cc: "Mark Langford" <ml at n56ml.com> > Subject: Re: KR> Kr2s Engine? > "Stan" wrote: > > > Based on the above wouldn't the Corvair seem to be the better > > choice? What is the advantage of the o200 vs the Corvair or the > > Corvair over the o200? What is the time between overhaul on a > > Corvair? > > The difference between the two boils down to the O-200 is a real > airplane engine, designed for the job, with compromises to make it last. > This includes lower compression for reduced stressed, and a more > primitive carb for simplicity. The biggest thing with the O-200 is that > it's purpose made for the job, with giant bearing near the prop to > handle prop loads. > > The Corvair was not designed to run wide open all the time, but if you > put a $2000 crankshaft in it and add a $1000 front bearing, the crank > becomes pretty reliable and there are few weak links left, one of which > is the semi-rare cam gear failure (and we know what to watch for on that > now). Rebuilds on a Corvair are pretty cheap, compared to the O-200, > and heads and cylinders survive rather well. Corvair parts are rather > plentiful, and simple stuff like gears are still made and cheap, rather > than rare and expensive. > > Having said that, if reliability is your number one goal, the O-200 is > the way to go. If efficiency and performance is your goal, the Corvair > may be the way to go. Cost is probably about the same either way, as > far as initial installation, depending on luck and scrounging ability. > > It's too early to tell what the TBO is on the Corvair...there just > aren't enough hours on them yet. I'd bet serious money that it's longer > on the Continental than the Corvair though! I don't think anybody would > disagree with that. > > I have a lot invested in Corvairs, and will stick with them. They are > far better than VWs, both in reliability and safety. And I have two of > them ready to run already. No, I'm not trying to sell either of them. > If I were starting over and an O-200 presented itself for a reasonable > price, I'd seriously considering buying it. With a new 4340 crank in my > Corvair though, I'm good with that option too, especially since they are > both paid for. > > > Mark Langford > ML at N56ML.com > http://www.n56ml.com > > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/ > archmailv2-kr/search[http://tugantek.com/archmailv2-kr/search]. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info. > html[http://www.krnet.org/info.html] > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org[ > http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org] to change > options > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ------------------------------ Message: 3 Date: Thu, 18 Aug 2016 13:18:48 -0700 From: <laser147 at juno.com> To: krnet at list.krnet.org Subject: KR> Cross Country Planning Message-ID: <AABM5NGCMAA3UQP2 at smtpout02.vgs.untd.com> Content-Type: text/plain; charset=us-ascii Someone recently described their cross country flight planning technique as basically looking to see if there's anything in the way between departure airport and destination, and then hopping in the plane and going.???That's my technique as well.? I've never understood what all the fuss with "flight planning" is about.? Our task is to go from A to B. What could be simpler????Skyvector is free and is as good as it gets for "glimpse and go" flight planning.? I wanted to add to this conversation/topic the fact that having oxygen for full-time use when travelling gives us another dimension to work with in avoiding obstructions between departure and destination, thus making "glimpse and go" flight planning even simpler than it already is.? Flying high lets us sail right over the top of terminal airspace, no matter how complicated or busy.? Same with Restricted airspace, depending on its ceiling.? Same with mountains and everything else on the ground, including turbulence on bumpy days.? Having a big tank of O2 with a pulse-demand regulator and Oxymizer cannula opens up the door to all the advantages that come with altitude.? TCA directly ahead?? I just ignore them, although I'll monitor approach and be ready to talk to someone in case the engine decides to crap out halfway across.? Normally though I'd much rather listen to the engine than to radio yakking. I originally put together an oxygen system (eBay for everything - approximately $100 total) to try and prevent the headaches that I used to get when going from near sea level to 12.5 or 13.5, especially if I hadn't flown for awhile.? Oxygen did indeed fix that problem.? Having a big tank with a demand regulator means I can go completely across the U.S. and back to San Diego and still have oxygen left in the bottle.? The big tank (E size, 24 cu. ft.) minimizes the hassle of getting it re-filled.? I've never had to find an oxygen source when on the road.? I always make it back home and to my familiar (and cheap) dive shop for refills.? The primary factor regarding long duration is the demand regulator though.? With the old constant flow regulators traditionally used in aviation, O2 would disappear quiickly no matter how big the tanks were.? My "E" tank lies along the right side of the fuselage, braced by the bottom and fuselage side and at the bottom of the tank, a styrofoam pocket anchored to the bottom of the plane.? The tank portrudes forward through a cut-out on my seatback and it's the seatback that braces the tank to keep it from coming forward.? My baggage compartment insert sits on top of the tank, providing even more bracing to prevent the tank from moving.? Mounted this way it isn't in the way at all.? I've lost no baggage space.? The regulator sits immediately beside my right hip thus allowing access.???It's all very simple and extremely valuable to have. ************* So . . . re cross country planning, using oxygen and going high simplifies things even more and makes flying safer in several ways. There's less traffic at oxygen altitudes than below them, plus glide range is much enhanced in case of a mechanical issue.? It helps significantly with fatigue and also improves vision, especially at night. I could go on and on . . . I love my bottle! Mike KSEE Laser147 at Juno.com ____________________________________________________________ MaxWay2Profit The Royal Bank of Canada Wants This Video Removed for Good http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc ------------------------------ Message: 4 Date: Thu, 18 Aug 2016 13:34:09 -0700 From: Doran Jaffas <vintageaircraftowner at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> Cross Country Planning Message-ID: ??? <CAC1P3JT=sgwZR3jUkdscp-LDnTCEOZi6WVSguxAqEEe+EgPTmQ at mail.gmail.com> Content-Type: text/plain; charset=UTF-8 I see his point and going direct has its merits at altitude but myself...I like to see scenery and deviating around the airspace isn't a big issue for me but then again I also own a Tri Pacer and even with the mode s installed I avoid "big" airspace. ? ???On the other hand regarding weather a long time 747 Captain once said regarding weather. " I never check weather.? The weather that's there is the weather your gonna get". Sums it up. ? ? ? ? ? ? ???Happy flying. ? ? ? ? ? ? ? ? D. Jaffas On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" <krnet at list.krnet.org> wrote: > Someone recently described their cross country flight planning technique > as basically looking to see if there's anything in the way between > departure airport and destination, and then hopping in the plane and > going.???That's my technique as well.? I've never understood what all the > fuss with "flight planning" is about.? Our task is to go from A to B. > What could be simpler????Skyvector is free and is as good as it gets for > "glimpse and go" flight planning.? I wanted to add to this > conversation/topic the fact that having oxygen for full-time use when > travelling gives us another dimension to work with in avoiding > obstructions between departure and destination, thus making "glimpse and > go" flight planning even simpler than it already is.? Flying high lets us > sail right over the top of terminal airspace, no matter how complicated > or busy.? Same with Restricted airspace, depending on its ceiling.? Same > with mountains and everything else on the ground, including turbulence on > bumpy days.? Having a big tank of O2 with a pulse-demand regulator and > Oxymizer cannula opens up the door to all the advantages that come with > altitude.? TCA directly ahead?? I just ignore them, although I'll monitor > approach and be ready to talk to someone in case the engine decides to > crap out halfway across.? Normally though I'd much rather listen to the > engine than to radio yakking. > > I originally put together an oxygen system (eBay for everything - > approximately $100 total) to try and prevent the headaches that I used to > get when going from near sea level to 12.5 or 13.5, especially if I > hadn't flown for awhile.? Oxygen did indeed fix that problem. > > Having a big tank with a demand regulator means I can go completely > across the U.S. and back to San Diego and still have oxygen left in the > bottle.? The big tank (E size, 24 cu. ft.) minimizes the hassle of > getting it re-filled.? I've never had to find an oxygen source when on > the road.? I always make it back home and to my familiar (and cheap) dive > shop for refills.? The primary factor regarding long duration is the > demand regulator though.? With the old constant flow regulators > traditionally used in aviation, O2 would disappear quiickly no matter how > big the tanks were. > > My "E" tank lies along the right side of the fuselage, braced by the > bottom and fuselage side and at the bottom of the tank, a styrofoam > pocket anchored to the bottom of the plane.? The tank portrudes forward > through a cut-out on my seatback and it's the seatback that braces the > tank to keep it from coming forward.? My baggage compartment insert sits > on top of the tank, providing even more bracing to prevent the tank from > moving.? Mounted this way it isn't in the way at all.? I've lost no > baggage space.? The regulator sits immediately beside my right hip thus > allowing access.???It's all very simple and extremely valuable to have. > > ************* > > So . . . re cross country planning, using oxygen and going high > simplifies things even more and makes flying safer in several ways. > There's less traffic at oxygen altitudes than below them, plus glide > range is much enhanced in case of a mechanical issue.? It helps > significantly with fatigue and also improves vision, especially at night. >? I could go on and on . . . I love my bottle! > > Mike > KSEE > Laser147 at Juno.com > > ____________________________________________________________ > MaxWay2Profit > The Royal Bank of Canada Wants This Video Removed for Good > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ------------------------------ Message: 5 Date: Thu, 18 Aug 2016 16:34:42 -0400 From: Chris Gardiner <cgardn628 at rogers.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> KR2S gross weight question Message-ID: <2B0AC262-5E0C-4351-A35A-782F809BF239 at rogers.com> Content-Type: text/plain;??? charset=us-ascii Gary, I'm using 1100 lbs on my data plate for my KR2S. It has a VW 2180. Empty weight is 740 lbs dry. Right within the range suggested by Mark L. Some are fLying closer to 1200 lbs in the US. Centre of gravity position when loaded is a critical factor to maintaining control . Regards Chris Gardiner Sent from my iPad > On Aug 18, 2016, at 9:13 AM, Gary Wold via KRnet <krnet at list.krnet.org> wrote: > >? What are KR2S builders using as their gross weight?? > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options ------------------------------ Message: 6 Date: Thu, 18 Aug 2016 16:36:20 -0400 From: mark jones <flykr2s at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> KR2S gross weight question Message-ID: <CDCDE5D3-D933-47E5-B706-261A6CF4C517 at gmail.com> Content-Type: text/plain; charset=us-ascii Mine is at 1300 and I have flown it at every bit of that weight Mark Jones (N886MJ) Dunedin, FL Sent from my iPhone 6 ------------------------------ Message: 7 Date: Thu, 18 Aug 2016 17:42:20 -0400 From: Mike T <mctaglieri at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> Cross Country Planning Message-ID: ??? <CAAv567zvd5grnA8qroWRDZCxvDmX8jqN+eTgP5LGWj4oUfZRDw at mail.gmail.com> Content-Type: text/plain; charset=UTF-8 Forget about the oxygen -- what engine and what size fuel tanks do you have?? I'm planning on a VW, but still wondering a bit whether they're reliable enough. Also, are you flying on top of the weather, too?? That's how Ken Rand died. He was flying VFR on top and ran out of gas. Mike Taglieri On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" <krnet at list.krnet.org> wrote: > Someone recently described their cross country flight planning technique > as basically looking to see if there's anything in the way between > departure airport and destination, and then hopping in the plane and > going.???That's my technique as well.? I've never understood what all the > fuss with "flight planning" is about.? Our task is to go from A to B. > What could be simpler????Skyvector is free and is as good as it gets for > "glimpse and go" flight planning.? I wanted to add to this > conversation/topic the fact that having oxygen for full-time use when > travelling gives us another dimension to work with in avoiding > obstructions between departure and destination, thus making "glimpse and > go" flight planning even simpler than it already is.? Flying high lets us > sail right over the top of terminal airspace, no matter how complicated > or busy.? Same with Restricted airspace, depending on its ceiling.? Same > with mountains and everything else on the ground, including turbulence on > bumpy days.? Having a big tank of O2 with a pulse-demand regulator and > Oxymizer cannula opens up the door to all the advantages that come with > altitude.? TCA directly ahead?? I just ignore them, although I'll monitor > approach and be ready to talk to someone in case the engine decides to > crap out halfway across.? Normally though I'd much rather listen to the > engine than to radio yakking. > > I originally put together an oxygen system (eBay for everything - > approximately $100 total) to try and prevent the headaches that I used to > get when going from near sea level to 12.5 or 13.5, especially if I > hadn't flown for awhile.? Oxygen did indeed fix that problem. > > Having a big tank with a demand regulator means I can go completely > across the U.S. and back to San Diego and still have oxygen left in the > bottle.? The big tank (E size, 24 cu. ft.) minimizes the hassle of > getting it re-filled.? I've never had to find an oxygen source when on > the road.? I always make it back home and to my familiar (and cheap) dive > shop for refills.? The primary factor regarding long duration is the > demand regulator though.? With the old constant flow regulators > traditionally used in aviation, O2 would disappear quiickly no matter how > big the tanks were. > > My "E" tank lies along the right side of the fuselage, braced by the > bottom and fuselage side and at the bottom of the tank, a styrofoam > pocket anchored to the bottom of the plane.? The tank portrudes forward > through a cut-out on my seatback and it's the seatback that braces the > tank to keep it from coming forward.? My baggage compartment insert sits > on top of the tank, providing even more bracing to prevent the tank from > moving.? Mounted this way it isn't in the way at all.? I've lost no > baggage space.? The regulator sits immediately beside my right hip thus > allowing access.???It's all very simple and extremely valuable to have. > > ************* > > So . . . re cross country planning, using oxygen and going high > simplifies things even more and makes flying safer in several ways. > There's less traffic at oxygen altitudes than below them, plus glide > range is much enhanced in case of a mechanical issue.? It helps > significantly with fatigue and also improves vision, especially at night. >? I could go on and on . . . I love my bottle! > > Mike > KSEE > Laser147 at Juno.com > > ____________________________________________________________ > MaxWay2Profit > The Royal Bank of Canada Wants This Video Removed for Good > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ------------------------------ Message: 8 Date: Thu, 18 Aug 2016 15:04:00 -0700 From: Doran Jaffas <vintageaircraftowner at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> Cross Country Planning Message-ID: ??? <CAC1P3JSTVT_W8ykQhFq_pKwBxO3sbmFxed-sGHb-YLM+qOhVHg at mail.gmail.com> Content-Type: text/plain; charset=UTF-8 As far as the VW goes. I have flown behind several. They have basic maintenance requirements but I trust them as much as a Lycoming or Continental. Time between overhaul is significantly (500hrs for a starting point)? shorter but as long as they are not overbuilt they will serve you well. With the VW...simple is the watch word. Good crank. High quality cylinders. Accepted and proven carburetors. Magnetos or solid state ignition both work but again...use whats been proven. ? ? ???Fly safe but have fun. ? ? ? ? Doran On Aug 18, 2016 5:43 PM, "Mike T via KRnet" <krnet at list.krnet.org> wrote: > Forget about the oxygen -- what engine and what size fuel tanks do you > have?? I'm planning on a VW, but still wondering a bit whether they're > reliable enough. > > Also, are you flying on top of the weather, too?? That's how Ken Rand died. > He was flying VFR on top and ran out of gas. > > Mike Taglieri > > On Aug 18, 2016 4:20 PM, "Mike Stirewalt via KRnet" <krnet at list.krnet.org> > wrote: > > > Someone recently described their cross country flight planning technique > > as basically looking to see if there's anything in the way between > > departure airport and destination, and then hopping in the plane and > > going.???That's my technique as well.? I've never understood what all the > > fuss with "flight planning" is about.? Our task is to go from A to B. > > What could be simpler????Skyvector is free and is as good as it gets for > > "glimpse and go" flight planning.? I wanted to add to this > > conversation/topic the fact that having oxygen for full-time use when > > travelling gives us another dimension to work with in avoiding > > obstructions between departure and destination, thus making "glimpse and > > go" flight planning even simpler than it already is.? Flying high lets us > > sail right over the top of terminal airspace, no matter how complicated > > or busy.? Same with Restricted airspace, depending on its ceiling.? Same > > with mountains and everything else on the ground, including turbulence on > > bumpy days.? Having a big tank of O2 with a pulse-demand regulator and > > Oxymizer cannula opens up the door to all the advantages that come with > > altitude.? TCA directly ahead?? I just ignore them, although I'll monitor > > approach and be ready to talk to someone in case the engine decides to > > crap out halfway across.? Normally though I'd much rather listen to the > > engine than to radio yakking. > > > > I originally put together an oxygen system (eBay for everything - > > approximately $100 total) to try and prevent the headaches that I used to > > get when going from near sea level to 12.5 or 13.5, especially if I > > hadn't flown for awhile.? Oxygen did indeed fix that problem. > > > > Having a big tank with a demand regulator means I can go completely > > across the U.S. and back to San Diego and still have oxygen left in the > > bottle.? The big tank (E size, 24 cu. ft.) minimizes the hassle of > > getting it re-filled.? I've never had to find an oxygen source when on > > the road.? I always make it back home and to my familiar (and cheap) dive > > shop for refills.? The primary factor regarding long duration is the > > demand regulator though.? With the old constant flow regulators > > traditionally used in aviation, O2 would disappear quiickly no matter how > > big the tanks were. > > > > My "E" tank lies along the right side of the fuselage, braced by the > > bottom and fuselage side and at the bottom of the tank, a styrofoam > > pocket anchored to the bottom of the plane.? The tank portrudes forward > > through a cut-out on my seatback and it's the seatback that braces the > > tank to keep it from coming forward.? My baggage compartment insert sits > > on top of the tank, providing even more bracing to prevent the tank from > > moving.? Mounted this way it isn't in the way at all.? I've lost no > > baggage space.? The regulator sits immediately beside my right hip thus > > allowing access.???It's all very simple and extremely valuable to have. > > > > ************* > > > > So . . . re cross country planning, using oxygen and going high > > simplifies things even more and makes flying safer in several ways. > > There's less traffic at oxygen altitudes than below them, plus glide > > range is much enhanced in case of a mechanical issue.? It helps > > significantly with fatigue and also improves vision, especially at night. > >? I could go on and on . . . I love my bottle! > > > > Mike > > KSEE > > Laser147 at Juno.com > > > > ____________________________________________________________ > > MaxWay2Profit > > The Royal Bank of Canada Wants This Video Removed for Good > > http://thirdpartyoffers.juno.com/TGL3141/57b6184b9d53184b7f5cst02vuc > > > > _______________________________________________ > > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > > please see other KRnet info at http://www.krnet.org/info.html > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to > change > > options > > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ------------------------------ Message: 9 Date: Fri, 19 Aug 2016 07:44:51 -0400 (EDT) From: n357cj <n357cj at ptd.net> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> KR2S gross weight question Message-ID: ??? <1158113784.46472885.1471607091450.JavaMail.zimbra at ptd.net> Content-Type: text/plain; charset=ISO-8859-1 Gary, I have N357Cj placarded at 1250# but I also lowered the G rating to +4 g and I don't remember the negative number right now. but in any case I don't feel it is simply a gross weight decision. Joe Horton Subject: KR> KR2S gross weight question I've been researching this for a little while but am not finding any real info.? What are KR2S builders using as their gross weight?? I'm looking at tri-gear and Corvair engine. ------------------------------ Message: 10 Date: Fri, 19 Aug 2016 05:15:12 -0700 From: Doran Jaffas <vintageaircraftowner at gmail.com> To: KRnet <krnet at list.krnet.org> Subject: Re: KR> KR2S gross weight question Message-ID: ??? <CAC1P3JQ0iA9eE5R_9Eho3HiZBdxXuwL7_Ee3DFE_vxBFt5cypg at mail.gmail.com> Content-Type: text/plain; charset=UTF-8 I will add one more thought here. In many...not all small aircraft the wing are just wont lift the weight it would take to break it in NORMAL flight . As stated by the previous indivdual...aerobatics adds another and lighter number to normal gross weight. ? ???I am new to KR aircraft as well and have spoken with some very knowledgeable folks on here and I plan to use a general number they have expressed and minus 5% to be extra careful until I understand her needs and my ability with my KR2 grows. ? ? ? ? ? ? ? ? Doran On Aug 19, 2016 7:46 AM, "n357cj via KRnet" <krnet at list.krnet.org> wrote: > Gary, > I have N357Cj placarded at 1250# but I also lowered the G rating to +4 g > and I don't remember the negative number right now. but in any case I don't > feel it is simply a gross weight decision. > Joe Horton > > > Subject: KR> KR2S gross weight question > > I've been researching this for a little while but am not finding any real > info.? What are KR2S builders using as their gross weight?? I'm looking at > tri-gear and Corvair engine. > > > > > _______________________________________________ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > ------------------------------ Message: 11 Date: Fri, 19 Aug 2016 12:29:43 +0000 From: colin hales <colinhales at hotmail.com> To: "krnet at list.krnet.org" <krnet at list.krnet.org> Subject: KR> Kr2 worldtour Message-ID: ??? <VI1PR01MB1008E708E4566D12C72CCC42DB160 at VI1PR01MB1008.eurprd01.prod.exchangelabs.com> ??? Content-Type: text/plain; charset="utf-8" Sent from my Samsung Galaxy smartphone. At 1.pm Alaskan time, 10.pm tonight in the UK, Colin Hales, a 46 year old aircraft mechanic from Staffordshire, took off from Nome Airport, Western Alaska and head further west. His intention was to cross the Bering Straights and fly into Russian Federation Airspace, on Route to China. ?So what?? you may ask? Well he set of in a tiny 22 foot wingspan aircraft that he built himself and has been flying around the world and attending airshows with, since June 2014. No one has been permitted to fly through East Russian Airspace in a private aircraft for about 8 years and no one has ever flown through Russian Federation Airspace in such a small aircraft. How Colin has managed to complete the complicated negotiations to obtain transit permission from the Russian Federal Air Transport Authority and be granted permission to land in the Chukotka Autonomous Region of Eastern Russia, to continue on through to China, again nobody really knows. He wrote on his facebook page that he intends to land at Anadyr, Magadan and Blagoveshchensk Ignatyevo airport, on the Chinese border before continuing on into The Peoples Republic of China to attend the 2016 Shenyang International Aviation Expo at Faku Caihu Airport, 300 miles north east of Beijing. But apart from that there is no more information. His chances of success must be minimal, as it probably requires him to fly his tiny 15 foot long aircraft for over ten hours at a time between those airports. He is completely unsupported by any outside means and looks only to be supported in the cockpit by a team of soft toys...? With so little known about the guy, the only way to follow his progress is to track him on his website. If he arrives in China, it will surely be one of the major flying achievements by a UK pilot for many years and he will probably have quite a story to tell? Colin wrote an article for Pilot Magazine in June and apparently they know all the details. Try contacting them for further information. His website is www.kr2worldtour.com ________________________________ ------------------------------ Message: 12 Date: Fri, 19 Aug 2016 05:39:53 -0700 From: <ml at n56ml.com> To: "KRnet" <krnet at list.krnet.org> Subject: Re: KR> KR2S gross weight question Message-ID: ??? <20160819053953.d04b1abb1c854b54fd3150a99c6879d4.f1b401c705.wbe at email04.godaddy.com> ??? Content-Type: text/plain; charset="utf-8" Folks who witnessed the attempted destruction of a stub spar at a past Gathering will probably agree that the spars have a significant margin of safety on the KRs. The spars were jacked up to the point of being bent probably 14" upward from the fuselage, and neither fuselage nor spars gave.? Finally, the shear web started to split, but the spars were still fine and ready to accept more load.? Anybody who witnesses that test had to walk away impressed with the spar strength, especially considering that in anything like normal (but bumpy) flight, the wings never even flex. And despite all the concern about the WAFs and their connection, neither wing component? is likely to fail, and in fact, never have in any kind of normal (not crash) flight.? Larry Flesner and I have seen wings where the spar broke on impact with the ground at the bottom of a spin, and the spar broke a few inches from the WAF, not at the WAF or the connections from WAF to spars.? Marty Roberts used to fly big guys at the Gathering hard and fast, with a gross weight of probably 1200+ pounds, and his g-meter would usually come back with 6g's or so stuck on it.? He reset it for every flight.? Just a data point, but I personally will lose no sleep over my spars breaking... Mark Langford, Harvest, AL ML "at" N56ML.com www.N56ML.com ------------------------------ Message: 13 Date: Fri, 19 Aug 2016 06:17:27 -0700 From: <brian.kraut at eamanufacturing.com> To: "KRnet" <krnet at list.krnet.org> Subject: Re: KR> Cross country planning and a KR Message-ID: ??? <20160819061727.31a5f8c871d0e3389177406b4aec562c.72a4255cb5.wbe at email04.godaddy.com> ??? Content-Type: text/plain; charset="utf-8" ------------------------------ Message: 14 Date: Fri, 19 Aug 2016 06:19:16 -0700 From: <brian.kraut at eamanufacturing.com> To: "KRnet" <krnet at list.krnet.org> Subject: Re: KR> Cross country planning and a KR Message-ID: ??? <20160819061916.31a5f8c871d0e3389177406b4aec562c.ac88e62efd.wbe at email04.godaddy.com> ??? Content-Type: text/plain; charset="utf-8" I learned to fly long before GPS was invented and I still know how to plan a flight on paper with a sectional and I would still be comfortable doing it without GPS, but it has been a few years since I have done it. Currently I have Ifly GPS on my tablet so I have legal sectionals and approach plates if needed and I have it on my phone as a backup.? My primary GPS I use in the plane is a 496 with XM weather, but I also have a GPS moving map on my GRT EFIS (that I don't always use because it is cumbersome to put flight plans orher than a direct to in it, but it is also my autopilot so doing that more often now) and I have a Garmin GPS155 that is there as a legal approach certified GPS so I can file IFR flight plans without having to go VOR to VOR when I finally finish my IFR rating.? I also have an SL30 with the VOR and ILS input to the EFIS. So I have two belts and four pairs of suspenders. I used to plot plans with paper and sectional when I first started using GPS.? The reason I stopped doing it is because these days when I fly I almost never know what altitude and winds aloft I will be flying until I am in the air.? Sure I could call for weather, and still do, but the altitude and winds aloft I would plan on the ground are almost never what I actually use in the air.? Living in Florida there are always lots of clouds and storms around.? My plane climbs like a bat out of hell and is efficient up high so I am usually 7-12 thousand feet on top of the clouds.? Weather reports you get on the ground normally have base height of layers, but not tops so unless you want to plan a flight at 2,500' with thunderstorms around that you can't see and go around you don't know what altitude you will be at until you climb and look around.? I am also covering a lot of ground quickly so I might climb to 14,000' to get over clouds or might descent to 6,000 to get under or might divert around a storm.? Can't plan for any of that on the ground.? And since I might be making 170 MPG ground speed or might be 230 I usually make my fuel stop decisions in the air also. ------------------------------ Message: 15 Date: Fri, 19 Aug 2016 11:18:35 -0400 From: "Wunder" <mdkr2s at comcast.net> To: <krnet at list.krnet.org> Subject: Re: KR> Experienced with Solid Works at the Gathering Message-ID: <9561DAF50C144A049C7711A71C87DAF4 at BerniePC> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; ??? reply-type=original Paul, EAA announced at Oshkosh this year that a member benefit for EAA members is free use of Solid Works.? It is a $4-$6000? 3D AutoCAD Program (student version) that I just downloaded (with some twists and turns) and as one person at Oshkosh told me...it ain't that easy to use.? I know AutoCAD so Solid Works is pretty easy to pick up, but without that background there might be a pretty steep learning curve.? The demos they put on at Oshkosh were done by Solid Works geeks and they were truly 'shock and awe' to watch and the program does everything from quickly sketching out a 2D drawing.... to 3D drawings that you can hook up a 3D printer and make your parts ....to creating assemblies that will go into motion.... to conducting a stress analysis on a part..... to outputting a drawing package with a bill of materials (BOM)...but a friend of mine told me he has hired someone to do a project for him and he has studied Solid Works for 3 years at college and can run it like a you see computer geeks do on programs.....it is a tremendous benefit for EAA members if you need a drawing program but be prepared to do some homework or be frustrated. my 2 cents worth. Bernie Lusby MD KR2S builder in hibernation ------------------------------------------------------------------ I'll talked to Charlie Becker from EAA today. He is doing a forum? Saturday afternoon at the gathering on how to register you home? built.? He asked me if I could check if anyone knows how to use Solid? Works. His presentation that he's going to do at the Gathering is on that? program. That software program is relatively new to him and he's? not comfortable with using it yet. He was hoping someone would be? there to rescue him if it crashed. Paul Visk Belleville Il. 618 406 4705 ------------------------------ Message: 16 Date: Fri, 19 Aug 2016 11:30:34 -0400 From: S <s_sbal at hotmail.com> To: "krnet at list.krnet.org" <krnet at list.krnet.org> Subject: KR> Oilite bushing insertion Message-ID: <DUB116-W36D440C22019EB49C33C84FF160 at phx.gbl> Content-Type: text/plain; charset="iso-8859-1" Hi, I am considering using Oilite bushings for my tail movable surfaces. Press fit seems out of the reach for me, so I would try the following method, please let me know if somebody else tried that and if yes, what was the outcome: 1. Heat up the 6061T6 in an oven to let's say, 190?C/375?F 2. Remove from oven and instantly drill a hole with at the nominal OD of the bushing (using regular drill bit - 5/16 for the sellected bushing) 3. Put again in the oven 4. Remove from oven and quickly install the oilite bearing 5. Leave the part to cool down The roughly calculated equivalent press fit value for a 3/16-5/16 bushing is 0.00115 which is within the recommended range found in the Oilite Bearings catalog. Thanks in advance, Stefan Balatchev Ottawa, ON, Canada s-sbal "at" hotmail.com ??? ???????? ?????? ??? ? ------------------------------ Subject: Digest Footer _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html KRnet mailing list KRnet at list.krnet.org http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org ------------------------------ End of KRnet Digest, Vol 4, Issue 217 *************************************
