First I will answer the easy one. A phone call to Dan Diehl and describing how I was losing charging once the plane got hot (engine temp at 190 degrees normal), got a question from Dan as to where the regulator was located. I told him on the firewall. He said that the regulator during use gets too hot to touch, and he felt that it was failing out due to too much heat, which is something I have witnessed in cars; too much heat too many times and the diodes that collapse to control voltage in the regulator collapse due to heat not voltage, and don't reset. I borrowed the tube from the battery cooling, and relocated to the regulator, and bingo! no more problem. You can also relocate the regulator to the cooling baffle right behind the left hand head, to allow good cooling that way, which is what Dan recommended. Internal regulated alternators due this by having their own fan mounted on the shaft right behind the pulley, so it makes perfect sense.
In reference to the loss of control, please all keep in mind that in DOES NOT have to do with a problem with the KR2 design or improper control deflection of the plane. The FAA categorizes the various levels of windshear, based on whether the pilot loses temporary control of the aircraft, and if so by how much for how long. More detailed explanations are available in advisory circulars you can download for free from either AOPA, or EAA, or the FAA website. Briefly, mild turbulence is that which causes the aircraft to move around, but does not cause the loss of any directional control surface. This is what we mostly feel, even if it moves the plane in a direction we don't want it to go, we can bring it back to level flight. Too many pilots report this as moderate turbulence. Moderate turbulence is that which causes the momentary loss of directional control of the aircraft. This is when you experience what I had yesterday, which is turbulence that causes a change in direction in the plane, and even with full control inputs, continues in that direction, or combinations of directions. It occurs briefly, 5-30 seconds at a time and then full control is restored afterwards. Severe turbulence is that which causes total loss of control and lasts much longer than moderate, and can include aircraft damage, either from pilot inputs to regain control, or simply violent response from the aircraft. This would similar to getting caught in large aircraft wake turbulence. What I had was mild to moderate turbulence, and it was at the same altitudes virtually all day, approximately 1000' MSL to 2500' MSL (mean sea level). Above and below just fine. The trick is being willing to be patient, and ride out the airplane's response to the turbulence, and not tear it up trying to fight the windshear, but rather go with it, and then as soon as you are out of it, maneuver back to level flight. It would actually be pretty fun, if it weren't so dog gone violent in the way it surprises you, and the rapid change in direction without warning. I think my head hit the canopy roof 3 times yesterday! And I am only 5'5", wearing a 4 way harness! BUT...like the great bird she is, the KR just kept coming back for more. Even with the strong winds, and bumpy conditions I had no trouble making 3 squeaker landings (don't ask how I know not to add alot of brakes when the tail is still up). I also found out that my left arm will freeze without a jacket on, while the rest of me is fine due to body heat warming the cockpit. That wonderful vent for the summer does NOT completely seal when closed. 47 degrees at sea level is MUCH colder at 5500' ! Now, if I could just get the CD player working.... 22.2 hours and counting. Off to the airport.... Colin & Beverly Rainey Apex Lending, Inc. www.eloan2004cr.com crai...@apexlending.com 407-323-6960
