KR> Rebuilding Wings.
My wings with fuel tanks came in at 50lbs. I do not believe 28lbs is possible.maybe with advanced carbon composites but they weren't around in Ernst Koppe's newsletter days. I would like to know how it was done and how safe and durable was the result. Got any data available (newsletter number??). Saving weight is fine but not if your life depends on it. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm snip > Phil M his wings came in at 50 lbs including tank. I think it was Mark J his wings came in at 56lbs with US 12 gal tank landing light etc. In an early KR newsletter someone's wings came in at 28lbs.
KR> T-88 Epoxy
Darren Boatcraft Pacific in Brisbane sell it. 07 38061944 John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Darren Crompton" To: "KRnet" Sent: Tuesday, March 27, 2007 10:16 PM Subject: KR> T-88 Epoxy >I guess this post is more for the Aussies. > > I am unable to find a supplier for T-88 Epoxy here in Australia. Is there > a > suitable alternative or do I arrange to have it posted from the US? I'm > not > sure if posting it would be OK as I'd be pretty sure it would be > classified > as "dangerous goods" > > Cheers > Darren Crompton > AUSTRALIA > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to > http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> Figuring out the laminated bent spar.
Hi Darren It might be simplest to just move the wing attach brackets inboard to meet at the fuselage, ie., still have separate but short centre front and rear spars. The rear brackets would then just need to be bent at a different angle. Whether this is acceptable from an engineering stress point of view you would need to confirm with an expert. There is a crowd in SE Qld that sells the select Hoop Pine and you can get GL1 aircraft grade ply from Mister Ply in Sydney. You can get around the Diehl gear issue by going to Grove gear which mounts under the fuselage rather than off the spar outboard from the fuselage. If I were building again I would do as you intend. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Darren Crompton" To: "KRnet" Sent: Sunday, March 18, 2007 10:13 PM Subject: KR> Figuring out the laminated bent spar. > Thanks for everyone's input on my previous post "Spruce vs Douglas Fir". > I > have decided to build with Australian hoop pine. > > That decision made, I have been taking a closer look at the plans > regarding > the timber I need to order. I will be using the laminated bent spar and > as > described in Mark Langford's site regarding its use > http://home.hiwaay.net/~langford/kopinion.html , I like the idea of > extending the flaps beyond the stub wing. If I am to taper the the spars > from root to tip in a straight line, also doing away with the duplicate > wing > root template on the end of the stub wing, do I have to bend the laminated > rear spar forward at the root so the two meet at the tip 15" apart as per > the plans? If so, how do I bend the 1/4" x 2" laminations about the 2" > width? > > Cheers > Darren Crompton > AUSTRALIA > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to > http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> Spruce vs Douglas Fir
Darren Think about using select Australian Hoop Pine (supplier is in Toowoomba Qld I think) and GL1 Ply from Mister Plywood. The difference in weight is negligible over the amounts that a KR2 uses. I used Spruce and it's just not worth the price to get it herenever again. Get a 1/4 sawn piece of 6x2 Hoop Pine dry it and ask a local cabinet maker to cut it to size where you can watch it happen. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Darren Crompton" To: Sent: Thursday, March 15, 2007 9:37 PM Subject: KR> Spruce vs Douglas Fir >I am ready to order my timber and being on a very tight budget, I am > seriously considering douglas fir as an alternative to spruce. The spruce > kit machined and delivered from an interstate supplier (Australia) is > going > to cost $3,000AU ($2,365US). Douglas fir on the other hand will be about > 1/2 that price. > >>From what I have seen, fir will be about 15% heavier and is also stronger. > I am a fairly light fella at 155lb and my girlfriend is 110lb, (don't let > her know I shared that piece of information with the entire Internet!), so > weight gained by using fir can be more than offset by our light frames. > > I'd appreciate some opinions on my choice. > > Thanks. > Darren Crompton > AUSTRALIA > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to > http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> Controls
You can also run pushrods from the stick out to a bellcrank in the wing gap on both sides thence another back in the gap to the aileron arms and do away with the follow through near the rear spar all together. I ran mine on the rear of the main but see no reason why you couldn't do it on the front if the stick was kinked towards the pilot to give enough room for forward movement against the instrument panel. This set up gives uninterrupted space for an inner wing tank. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Colin Rainey" To: "KRnet" Sent: Saturday, March 10, 2007 12:27 AM Subject: KR> Controls > Pete wrote:" Has anyone tried mounting their control stick on the forward > side of the main spar?" > > If I were installing my own controls, all of them would be pushtube type, > save the rudder. The easiest thing to do for the ailerons is to install a > bellcrank on the rear of the main spar, to transfer motion from the stick > to > rear spar where a second bellcrank would send the motion out to the > aileron > bellcrank, which by plans has the synchronizing cable installed and > running > from wing to wing. This is replaced by the pushtube running from wing to > wing, with the adjusting parts of the tubes behind the rear spar. This > would > eliminate the need for the front cables and associated pullies altogether, > making your entire stub wing available for fuel. One of the netters had > some > really good pictures of the installation I am referring to, so it has been > done once or twice at least. I would convert mine except I am still in the > engine swap mode. I may still later... > > Colin Rainey > brokerpi...@bellsouth.net > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to > http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> Something for the 'vair heads :)
That has got to be something really rare. Did you know, Peter, that the Corvair engine was originally slated for our Holdens by GM but the yankees stole it back cos it was so good. Now we've got the original plans and casting diagrams etc back in Aussie apparently. Heh heh :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "StRaNgEdAyS" To: "KRnet" Sent: Tuesday, February 20, 2007 8:23 PM Subject: KR> Something for the 'vair heads :) > and it'll only cost you 40 pounds > http://cgi.ebay.com > au/Judson-Supercharger_W0QQitemZ180087101214QQihZ008QQcategoryZ31252QQrdZ1QQc > dZViewItem > Peter Bancks > Ballina NSW > Australia > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to HREF=http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> now Tomahawk- of subject
Wasn't the issue also to do with the tail plane being masked by the wing/flap at high AoA thus reducing effectiveness in stall recovery. I think the 727s exhibited something called the "deep stall" for the same reasons.beyond a certain AoA you couldn't push forward to break the stall. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> 6063 aluminum
Actually I've often wondered about the strength thing with aluminium. Refer http://www.capral.com.au/product_info/alloy.pdf for a nice summary. In Australia, the common alloy over the hardware Bunnings type bench is 5005 H34 for rolled sheet and 6060 T5 for extruded angle with Ultimate Tensile Strengths (UTS) of 135-180Mpa (depends on thickness) and 150Mpa respectively. 6060 seems interchangeable with 6063 and both are termed architectural. 6061 T6 appears a lot stronger at 260Mpa however it is not as corrosion resistant, does not appear to come in sheets and seems to harden (more fatique prone?) with age. I just wonder whether we would ever have a need to use the higher strengths of 6061...wouldn't the 5005/6060 be more than enough? 135-180Mpa is still bloody strong in my view and certainly it is more easily available over here and a lot cheaper. I've used 5005 for my fuel tanks and 6060 for all the bracketry in my bird except the elevator hinges where RR plans specifiy 6061 T5 or equivalent. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Tuesday, February 13, 2007 11:28 PM Subject: Re: KR> 6063 aluminum > Brian Kraut wrote: > >> Be leary of any metal you get from Home Depot or Lowes if you plan on >> doing >> anythng structural with it. I am not 100% sure what alloy they carry, >> but >> it is pretty bright and corrosion resistant which means it is most likely >> a >> weaker alloy than 6061. > > The aluminum that's sold at Home Depot and that kind of store is usually > 6063, which looks like polished 6061. ..snip
KR> 6063 aluminum
Hi Brian I'd be interested in seeing some engineering figures on tail plane hinge forces versus bracket strength spread across say five hinges to RR design just out of curiosity. Out of my league I'm afraid. However, I agree that for the cost of a few cents it's not really an issue to go with the highest strength possible unless there is a fatigue or corrosion question in the longer term. As I said, I did use 6061 for my control brackets but simply wondered if it were really necessary. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Brian Kraut" To: "KRnet" Sent: Wednesday, February 14, 2007 3:04 PM Subject: RE: KR> 6063 aluminum > >>I just wonder whether we would ever have a need to use the higher >>strengths >>of 6061...wouldn't the 5005/6060 be more than enough? > > Depends on what you are using it for. Coffee cup holder, sure. Control > surface hinge bracket, not me. > >>I've used 5005 for my fuel tanks > > You are better off using the softer grades of aluminum for fuel tanks. > 5052 > is the best. It is one of the most weldable alloys and it won't crack and > leak easily like the stronger alloys. > > Brian Kraut > Engineering Alternatives, Inc. > www.engalt.com > > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Raising the Thrust line 5 Inches
Why Randy? John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm > All I will say is you will not be happy with the prop > no matter what kind of drive you use. snip
KR> Raising the Thrust line 5 Inches
Hi Randy There was certainly discussion about the problem of optimising the cross section to a ground adjustable AoA but I don't recall any discussion on Warp Drives being limited in speed to about 130mph or 113 knots in Aussie lingo. I think engine power is a more critical determinant. My 3 blader (54") pulls my bird faster than that (say 130 knots IAS at sea level in cruise off a Corvair). My two blade wood 58" was a lot better...unfortunately I kept hitting the tips on that one. :-( John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Randy Smith" To: "KRnet" Sent: Friday, February 16, 2007 11:45 AM Subject: Re: KR> Raising the Thrust line 5 Inches >I believe this has been discussed on a number of > occasions. The prop will not perform past about 130 > mph > > > --- Martindale Family > wrote: > >> Why Randy? >> >> John Martindale >> 29 Jane Circuit >> TOORMINA NSW 2452 >> AUSTRALIA >> >> phone: 61 2 66584767 (H) >> 61 2 66869075 (W) >> mobile: 0403 049990 >> email:johnja...@optusnet.com.au >> web: >> www.members.optusnet.com.au/johnjanet/Martindale.htm >> >> >> >> > All I will say is you will not be happy with the >> prop >> > no matter what kind of drive you use. >> >> snip >> >> ___ >> Search the KRnet Archives at >> http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to >> krnet-le...@mylist.net >> Post photos, introductions, and For Sale items to >> http://www.kr2forum.com/phpBB2/index.php >> please see other KRnet info at >> http://www.krnet.org/info.html >> > > > > > Any questions? Get answers on any topic at www.Answers.yahoo.com. Try it > now. > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to <A > HREF=http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> Raising the Thrust line 5 Inches
Say Randy, what engine were you using with your Warp Drive when you went cruising along the ravine and what was the density altitude? At sea level with my prop set to a fine pitch (say 12 degrees at the tip) I can easily achieve 1100fpm climb at 75 knots (best rate). Different matter at high DAlt. of course. Sorry Don, I cannot answer your question about the impact on aerodynamics of a 5" raised thrust line. All I know is the basics about the couple between the four forces resulting in a pitch down at the stall. I guess you would want to preserve that characteristic and so I suspect you might need to lower the mount. Great Plains should be able to provide advice as I'm sure they've dealt with a lot of KRs over the years since they developed the VW derivative. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Randy Smith" To: "KR net" Sent: Saturday, February 17, 2007 11:42 AM Subject: RE: KR> Raising the Thrust line 5 Inches > Yes I tried a Warp drive and an Ivo with and without > the electric pitch. I took a trip to El paso and had > to go through a ravine to get past the Guadalupe. Warp > would not refund my money so I gave that prop away for > $100. Ivo said I might have that problem and he gave > me a full refund. At the time there was no difference > between an Ivo and Warp. Ivo owned the Warp design and > sold it. They failed to pay all the bill so Ivo > started back up again. His real business is > ultralights. > > > --- Stephen Teate wrote: > >> Hey Randy, >> It sounds like you have personal experience with >> this one. Is the 130mph >> true even if it is pitched higher? >> >> Stephen >> > > > > > Now that's room service! Choose from over 150,000 hotels > in 45,000 destinations on Yahoo! Travel to find your fit. > http://farechase.yahoo.com/promo-generic-14795097 > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > Post photos, introductions, and For Sale items to HREF=http://www.kr2forum.com/phpBB2/index.php > please see other KRnet info at http://www.krnet.org/info.html
KR> new forum
Folks I find the internet forum fine when I'm on broadband at home and I can see it has lots of advantages. Problem is in Australia that a lot of places still operate under dial up (some have only just got a telephone!!) and that is simply too slow for the forum to operate well. I vote for the current system to remain for this reason. It is also the reason why our flight plan submission system retains both dial up and internet options. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Wing incidence and washout
Also affects nose attitude and thus visibility/approach speed during landing as well. A reduced AOI means a higher nose at the stall John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Tuesday, February 06, 2007 3:03 PM Subject: Re: KR> Wing incidence and washout >I wrote: > >> Also, if you reduce the washout by 1 degree, you're probably >> going to go nose up about a half a degree. Personally, if I changed >> anything it'd be to LOWER the incidence by a half a degree at both root > and >> tip, because I find myself cruising at high altitudes in a nose up > condition >> during most of my cross country flying... > > I don't think I said what I was thinking. I should have said I'd INcrease > the incidence at the root in order to reduce the nose-up tendency at high > altitude. What you are proposing would actually improve this nose up > tendency (although that's not why you're planning the change), but the > stall > characteristics will suffer. That was my point. > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > -- > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Hydraulic pumps
Try one of the small boat outboard motor hydraulic systems that raise or lower the prop out of or into the water. Works fine on my TC's KR. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "AVLEC" To: "KRnet" Sent: Wednesday, January 24, 2007 7:18 AM Subject: KR> Hydraulic pumps > Hi netheads > I am looking for a small 12V hydraulic pump to actuate my landing gear. It > must have forward and reverse and preferably hold its own fluid in an > integral tank. I once took a look at a Lancair manual and saw one in it > that > would probably be fine.The problem is I don't have access to that manual > any > more and I can't remember the manufacturer or model number. I can't find > anything locally. > Any ideas? I know I know, put fixed gear on it right? NO! Just take a look > at John Shafer's plane in flight, it looks all grown up.Besides I have > already built the gear legs. > Regards > Dene Collett > KR2SRT builder > South africa > Whisper assembler > See: www.whisperaircraft.com > mailto: av...@telkomsa.net > > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Hydraulic pumps
Technical Counsellor from the Sport Aircraft Association John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "AVLEC" To: "KRnet" Sent: Friday, January 26, 2007 7:00 AM Subject: Re: KR> Hydraulic pumps > Hi John > Excuse my ignorance but what is a "TC's KR" > Regards > Dene Collett > KR2SRT builder > South africa > Whisper assembler > See: www.whisperaircraft.com > mailto: av...@telkomsa.net > - Original Message - > From: "Martindale Family" > To: "KRnet" > Sent: Tuesday, January 23, 2007 23:46 > Subject: Re: KR> Hydraulic pumps > > >> Try one of the small boat outboard motor hydraulic systems that raise or >> lower the prop out of or into the water. Works fine on my TC's KR. > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Flight report
2900rpm at 6000 feet doesn't sound too bad though given Mark's probably back to 75% or less power at that altitude. He's just a heavy little fella...too much mother's milk :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Pete Diffey" To: "Mark Jones" ; "KRnet" Sent: Monday, January 08, 2007 11:17 AM Subject: Re: KR> Flight report > Hi Mark, > > That is interesting, I would have expected more ! > > What do you get flat out ? and what is the max revs in level flight > > I am surprised you are cruising at 2900 revs, is that normal cruise revs > for a corvair? As it is a car engine, I would have expected that it > could be propped to cruise at more like 3100 - similar to a VW. What is > your max static RPM, if it is much under 3200, I would suspect that you > are either over propped ( and looking at the pics that does not look > likely ) or under carbed. it could be that blocking off your direct air > intake was giving you an over-rich mixture - your CHT would possibly > give a clue if that was the case. > > Pete >> Now, today at 6000' and turning my Sensenich 54x52 at 2900 rpm as cruise, >> I was getting 138 mph true >> >> > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Spar bolts at WAFs
Actually Phil, there is no formal required standard under "Experimental" and under the old ABAA #45 (KR2) (CAO 95.25) you were obliged to go by the RR plans and use the four individual bolts. Not withstanding all that most Australian Tech Counsellors prefer the spacer approach but we are not bound to use it!! Mine is the same as yours. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Phil Matheson" To: "KRnet" Sent: Thursday, January 11, 2007 11:59 AM Subject: Re: KR> Spar bolts at WAFs > Australian Standards will not allow the 4 separate bolts per spar. They > insist on Two bolts with spacer. I used thick wall 4130 spacer and lock > nuts. > > > Phil Matheson > VH-PKR > Australia > KR Web Page > www.philskr2.50megs.com > http://www.vw-engines.com/ > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Retracts
The Archer III is powered by a 180hp O-360-A4M and is fixed pitch. Is there a later model to which you refer? Refer http://www.newpiper.com/aircraft/archer~iii/specifications.asp John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm snip. - Original Message - From: "Colin Rainey" To: "KRnet" Sent: Friday, December 15, 2006 4:17 PM Subject: KR> Retracts > I have already illustrated a factual circumstance of a certified plane > (which some believe is the benchmark we are all measured by), that were > identical except for the systems and equipment necessary for retractable > gear: The Piper Archer PA28, constant speed prop with 201 hp Lycoming > engine, and The Piper Arrow constant speed prop with 201 Lycoming engine, > and retracts. More fuel, more empty weight, and better speed due to lower > weight for same load, and longer > range...
KR> descent using magnetic compass
Folks Here is a site detailing the results of some tests in a 152 using the above technique. http://aeroexperiments.org/cloudstrat For you northern hemisphere pilots, it supports Colin's statements about southerly headings subject to several very important provisos. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Mag Compass
Hi Colin On what page of the Airplane Flying Handbook does it state to use your rudder on a southerly heading for an emergency VFR in IMC descent? I'm sorry but I could find no reference to it at: http://www.faa.gov/library/manuals/aircraft/airplane_handbook/ The word "Compass" is not even in the index. Perhaps there are more parts to this manual than portrayed at the website or has the manual been updated since 2004. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Colin Rainey" To: "KRnet" Sent: Thursday, December 14, 2006 5:38 PM Subject: KR> Mag Compass >J Milland said: > I was taught this back up emergency method in instrument > > training about 50 years ago > > I understand very well how the compass, works, BUT The Airplane Flying > Handbook, printed by ASA approved by the FAA as the approved Private Pilot > Manual, states to use the SOUTH heading due to the increased sensitivity in > a Southerly direction, and the correct behavior of direction, just a slight > lead if the pilot is also using rudder pedal inputs only, but the compass > card is easiest to read due to NO DIP ERROR, which WILL occur in an Easterly > or Westerly direction. Alot of teaching has changed in aviation in 50 years > that was once thought to be good, but now has been shown to cause problems. > One is the lack of instrument training, which the new PTS requires (the old > thinking was that more IFR/hood training encouraged inadvertent IMC flight); > the other that immediately comes to mind is the spin training of Private > Pilots. "In the day" all students were required to be taught and demonstrate > spins. Later it was found that spin awareness, and avoidance was better; > actual spin training encouraged exploring spins on their own. > > Colin Rainey > brokerpi...@bellsouth.net > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Basic Concern
Folks I am concerned about claims that you can establish attitude using the compass 'dip" or a ball on string from the roof. Fact is you cannot and that is why gyros were adopted. In a balanced turn of any degree of bank both of the above methods will be indistinguishable from normal level flight as indeed are your ear canals. Surely we all know this. The correct VFR method is to chuck the hangar cat out the window.. if it goes up you're upside down. Remember Bob Hoover can loop an Aero Commander without the water in a glass coming out. Centripetal force is replacing big G. Seriously though, without an AH, you must use limited panel techniques combining input from a number of instruments at once (and a cat). John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Re: decending without gyros
Rudder induces turn by its secondary effect on roll which results from one wing being presented at a different AoA to the other. If you use rudder to keep your magnetic compass constant then you will roll into an unusual attitude. If you use rudder with opposite aileron to prevent the roll then you induce a sideslip and your ball will go off centre as indeed will your compass because you are unbalanced. If you loop an aircraft, the compass reads one direction at the top and 180 degrees the opposite at the bottomtrouble is, in cloud you don't know whether you have looped upside down or just turned around to the opposite headingunless you look at your other instruments and the bloody cat. Where is the recomendation published to adopt a southerly heading if intending this manouvre and what happens in the southern hemisphere where the compass points the other way!! John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: To: Sent: Wednesday, December 13, 2006 9:13 AM Subject: KR> Re: decending without gyros > Using the compass is a good trick also, BUT the recommended method is to > turn SOUTH not East or West, due to dip errors causing the card to move > more rapidly and more overall. A Southerly heading will have the compass > the most sensitive, and easiest to read. Then using the rudder pedals only > IF YOUR AIRCRAFT will turn that way, will prevent over controlling into an > unusual attitude. If your plane will not turn well with just rudder input, > then you will need to interfere with overcontrolling by blocking large > inputs with your body, ie: your legs, or hold your elbows in tight etc... > > Colin Rainey > N96TA > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> autogas use
The float level setting is dependent on the specific gravity of the fuel you are using. I don't have the figures to hand but they are in the archives somewhere. I found an article comparing various fuels and from memory in my Weber the difference in setting was about 1/8 inch between automotive and aviation fuel.This is enough to make a difference to your mixture settings/jet selection but whether it would lead to flooding in the Strom I don't know. Just for info. STCs for automotive fuel in aircraft make reference to the need to reset the float level and of course alcohol can play havoc with the old gaskets/rubber seals etc. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Oscar Zuniga" To: Sent: Friday, December 08, 2006 3:29 AM Subject: KR> autogas use > Well, here's one that I have personal experience with. The A65 on my > Pietenpol has a Stromberg NAS-3A1 carb on it, so not much of this is > likely > to apply to KR drivers unless you have a similar setup using a Stromberg, > but for what it's worth- the Stromberg does not like autogas. I have > test-run the engine on the ground many times using non-alcohol autogas, > regular unleaded, right from the pumps at the supermarket. I had the carb > apart on several occasions to try to stop it from dribbling fuel out the > airbox after shutdown. I carefully set the fuel float level and all > internal parts, the carb was completely overhauled by an A&P for me before > I > installed it, and had the neoprene tipped needle with rounded seat. > > Now I realize that the neoprene tip is essentially the root of the problem > because it is of unknown composition and the dribbling is the direct > result > of the effectiveness of the needle closing against the seat. But my point > is- the minute I changed to 100LL the carburetor was perfectly happy and > showed ZERO dripping before or after starting and running. I will not run > autogas through this fuel system again unless I have to, even though the > engine runs happily on autogas (very low compression). > > And closed-circuit note to Mark Langford: watch your terminology on the > flight with Larry. "VFR on top" is not the same thing as "VFR over the > top". The latter is a nifty and useful x-c travel tool for non-instrument > rated pilots, while the former is an IFR procedure. I know what you meant > when you wrote it, but you never know what kind of tattle-tales are > lurking > out there ;o) > > Oscar Zuniga > San Antonio, TX > mailto: taildr...@hotmail.com > website at http://www.flysquirrel.net > > _ > WIN up to $10,000 in cash or prizes - enter the Microsoft Office Live > Sweepstakes http://clk..atdmt.com/MRT/go/aub0050001581mrt/direct/01/ > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Ignition problems / Hiccup
Yes but why hasn't the bush worn itself. It is much softer material than the shaft. I would suggest that the shaft has always been oval possibly even predating Mark's installation and that the oil pump may not be the reason. Still wise to check it out though. Good luck Mark. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Eric Kelsheimer" To: "Mark Jones" ; "KRnet" Sent: Saturday, December 02, 2006 3:03 AM Subject: Re: KR> Ignition problems / Hiccup > Mark Im glad to hear that your problem has been found!!! > Looks > like I hit the nail on the head with that one..:) > - Original Message - > From: "Mark Jones" > To: "KRnet" ; "Corvair Net" > Sent: Friday, December 01, 2006 10:14 AM > Subject: KR> Ignition problems / Hiccup > > >> Well guys, the smoking gun on my ignition problems has been found. Last >> weekend, at the request of William Wynne, I removed my distributor and >> shipped it to him next day air for him to test my distributor on his >> machine. What was found was that the shaft was worn extensively at the >> upper bushing. It was actually oval shaped at that spot. The bushing >> itself showed no signs of wear. This allowed the shaft to wobble as it >> turned which would create the hiccup in my ignition when that sweet spot >> appeared. This distributor had approximately 150 run time hours since I >> built the engine with 134 of those being actual flight time hours. The >> cause for this wear is speculated to be an inappropriately clearanced >> high >> volume oil pump which I installed on my engine. After having in-depth >> conversations with William and William with Gus Warren, we have decided >> that I will remove the rear distributor housing and also send that to >> William for analysis. William and Gus feel that I have most likely worn >> >> the aluminum housing where the lower shaft rides, which will also allow >> even more wobble of the shaft. >> >> >> >> Mark Jones (N886MJ) >> Wales, WI >> Visit my web site: www.flykr2s.com >> E-mail: flyk...@wi.rr.com >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html >> > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Re: fuselage question
Hi Noel It's a geometric fact. Imagine a playing card stood up on a flat table along its edge. Flex the ends and then tilt it.The centre raises off the table. Either work with it, leave your sides at right angles or, as some have done, adjust your fuselage uprights to create a curved longeron that becomes straight when you stand it up and tilt it for the taper. I think Mark Langford's site might have the lengths of the uprights needed to achieve this.or search our archives. Most people just live with the banana and use a right angle to their firewall as a fixed reference to work off. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Noel Bong" To: "KRnet" Sent: Saturday, November 11, 2006 4:47 AM Subject: KR> Re: fuselage question > Greetings! KR gurus, > I am trying to put the fuse sides together with a taper bottom. It is > upside down on the table, is it normal that the middle section of the > longerons are lifting up from the table top for about 1" or so, this means > there will be a dip on the middle section of both longerons when the fuse > is turn rightside up? Do I have to force them to be perfectly flat on the > table? I'm afraid I might break them if I do that. > > Thanks for your input. > > Noel Bong > Anaheim, CA > noel_gene...@yahoo.com > > > > Truly, > > Noel Bong > > > __ > Do You Yahoo!? > Tired of spam? Yahoo! Mail has the best spam protection around > http://mail.yahoo.com > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Sucking air - Oil temp problem
Dan I finished up putting a low flat 2 cm high by 12 cm long scoop in the cowl above the oil cooler like you see in some hotted up car bonnets. Also added a flange to the exit hole underneath as others suggest. The extra cooling was evident in lower temperatures but also in drag and cruise speed. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Dan Heath" To: Sent: Monday, October 16, 2006 4:23 AM Subject: KR> Sucking air - Oil temp problem > Well, I originally planned to build a plenum behind the oil cooler
KR> Sucking air - Oil temp problem
Good point. I'll have to wool tuft my inlet on top of the cowl and check that out. I know there is a area of at least neutral pressure close to the canopy leading edge as the air zooms over the top but my inlet is about 16" forward of that. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Stephen Teate" To: "KRnet" Sent: Monday, October 16, 2006 11:59 PM Subject: RE: KR> Sucking air - Oil temp problem > > > "Then one of guys at the airport, > who's opinion I greatly respect, convinced me to make an "air grabber" > of > sorts, and force the air into a plenum in front of the oil cooler." > > This is the best way to go. Granted it may not be the easiest. The > "feeder" duct does not have to be round. A flat but wide duct can supply > the same amount of air. If your space is very restricted you could even > use two ducts half the height as one and merge them into the plenum > prior to the cooler. These ducts could be fabricated into the inside top > of the cowling. The location of the inlet is the critical thing. From > the centerline of the spinner and lower will give the best results. You > could even partition off part of the normal cooling air inlets and plumb > this air to the cooler. If you put the inlet any higher or on top of the > cowling you could get reverse air flow at high angles of attack like > climb out when you need the cooling most. > > Stephen Teate > Paradise, Texas > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Tach hook up question.
Aye, but what happens if either diode fails and conducts both ways. Is your active coil then driven by two sets of points going to ground at the same time. If the points are slightly out in gap/alignment on lobes is dwell time extended or ignition timing altered. H. I reckon it's easier and more reliable to do away with a coil tacho all together and use a tooth counter sender off the ring gear then tacho failure won't stop your ignition. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Jones" To: "KRnet" Sent: Wednesday, October 11, 2006 9:05 PM Subject: Re: KR> Tach hook up question. > Thanks Colin. That explanation says it all and makes it very > clear..
KR> Tach drives
Sorry Colin, yet again I respectfully disagree :-). Diesel engines often use this method because they don't have coils. They are common on marine installations and many trucks and go for years without problem. Even the Thielert diesel in the demonstration Cessnas use them. They rely on the mass of the steel in each tooth to disturb a magnetic fieldthey are not optical, dirt is irrelevant (especially in our application) and air gap is not critical although the smaller, within limits, the better. I think you might be confusing them with Hall Effect sensors that rely on a magnet being set in the flywheel to create a current in the sender and which are often used on modern cars for electronic timing purposes. A short in your tacho can take your primary to earth irrespective of the existence of diodes and I am sure there are automotive examples that you may have not observed. Tiny Tachs are notoriously unreliable, difficult to calibrate, do not read accurately from suppression leads and can cause radio interference by transporting a sample of the ignition voltage through the firewall. Check the archives on this subject. Finally WW recommends tooth counters and that is good enough for me. I wouldn't bank on a lifetime of flying on a couple of two dollar diodes. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Colin Rainey" To: "KRnet" Sent: Thursday, October 12, 2006 1:19 AM Subject: KR> Tach drives > John said: > "use a tooth counter sender off the ring gear" > >>From observations that is the hardest style to have as a primary or > secondary due to the bracketing etc... to keep the air gap correct. Engine > vibration tends to knock that one out of reading. Volvo and Chrysler both > have used that method as an engine speed sensor, and wear on the ring gear > from starters, dirt and such effect it. The best solution if not the coil > attached tach, is the Tiny Tach that uses an inductive pickup off of one > plug wire. We used these pickups with our Sun Scopes for years with no > trouble. It clips around the plugwire and reads the pulses to a digital > display. Very simple and reliable. In practice I have not seen any tach > failures, and those reported that did fail, did not cause a total ignition > failure, just quit reading. Diodes are a couple of bucks each, so applying > 2 > in each line insures against total failure, and should last a lifetime of > flying anyhow. > > Colin Rainey > Independent Loan Officer > Branch 2375 > Apex Mortgage Company > 386.615.3388 Home Office > 407.739.0834 Cell > 407.557.3260 Fax > brokerpi...@bellsouth.net > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Tach drives
Hi Colin I agree that chewed teeth could send the signal wonky but surely you would replace that sort of damaged part before flight. In any case that is not really the issue. A wonky signal to the tacho from a tooth counter will never kill your ignition as it's completely independent of it. Using a tacho with or without diodes off the coil primary will always carry that risk even it is is small as you correctly say. I like medieval points also because I understand them and can easily replace them in the field at remote Australian airports if I need to. Each to his own circumstance I guess. Long live the diode :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm > And so the story goes that as many people as we have here on the net, we > have experiences.
KR> KR2S Life Span
Hi Richard Terry Ryan from Maitland built one of the first KR2s in Australia back in the early eighties and still flies it regularly. Timber and glues still fine after 25 odd years. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869075 (W) mobile: 0403 049990 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Richard Mulford" To: Sent: Sunday, October 15, 2006 10:31 PM Subject: KR> KR2S Life Span > Hi KR-Net,just curious what the airframe life span would be for the KR.
KR> control rods
Chris, I did mine that way with 1/2" x .035 thickness 4130 tube going from the stick out to a crank in the wing gap then another back to the aileron attach bracket. There are 1/2" steel (wouldn't use aluminium for these) rod ends with 1/4" threads on them (AN490HT-8P) that are pushed into the ends of the tube and gas welded in place. The rod end bearings (F34-14) then screw onto the threads. I used Heim or Fafnel bearings with AN3 bolts to to suit thru the eyes. 5/8" tube takes the -10P ends and F35-14 bearings. I used this for the elevator rod and supported it mid length. These bits are all in the ASS catalog but you could probably get them locally via Aviaquip and save on the killer freight from the USA. Just explain what you want and let them check it all fits together before dispatch. Don't forget to allow for the length of the rod ends before you cut your tube. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Chris Johnston" To: "KRnet" Sent: Thursday, October 05, 2006 10:28 AM Subject: KR> control rods >I need to make up some control rods and need some advice.
KR> Stick it
Hey Mark Bet that's what Glenda said or did she Auntie Jack that spare stick of yours. Boy that must a been corker. Heh heh. :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Thursday, October 05, 2006 12:50 PM Subject: Re: KR> control rods ... Weld it...
KR> Fun Friday Pic....for Jonesee / PRIME RIB
Boys, ya gotta let it age. We bury ours for a week just like the the mongrel Blue Heelers do, dip it in Qld to wash off the dirt then on to the BBQ. Tender every time. Straight off the beastno way, tough as No.8. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Jones" To: "KRnet" Sent: Saturday, October 07, 2006 1:22 AM Subject: RE: KR> Fun Friday Picfor Jonesee / PRIME RIB > Now that is a PRIME RIB. The shoe leather we had at the Gathering last > weekend surely did not look anything like that. Heck, my jaws are still > sore from chewing that leather. I can honestly say I still did not get > my prime ribtwo years in a row!!! How about you Lee? Did you enjoy > your prime rib? Larry, do you think this will ever die? > > Mark Jones (N886MJ) > Wales, WI > My Web site: http://www.flykr2s.com/ > Mailto:flyk...@wi.rr.com > > > > > -Original Message- > From: krnet-bounces+flykr2s=wi.rr@mylist.net > [mailto:krnet-bounces+flykr2s=wi.rr@mylist.net]On Behalf Of Dana > Overall > Sent: Friday, October 06, 2006 9:31 AM > To: kr...@mylist.net > Subject: KR> Fun Friday Picfor Jonesee > > > Here you go for Fun Friday. Elaine and I met up with Charlie Reeves, > and > his wife Sue, for dinner in Tucson last night. Charlie and I had PRIME > RIB > for dinnerimagine that:-) > > Here ya go Jones, $12.95 for a large one. > > http://rvflying.tripod.com/primerib.jpg > > OH, to make it legal. Charlie won best KR last weekend. > > Dana Overall > 1999 & 2000 National KR Gathering host > Richmond, KY i39 > RV-7 slider, Imron black, "Black Magic" > O 360 A1A, C/S C2YK-1BF/F7666A4 > http://rvflying.tripod.com/id30.html > do not archive > > _ > Be seen and heard with Windows Live Messenger and Microsoft LifeCams > http://clk.atdmt.com/MSN/go/msnnkwme002001msn/direct/01/?href=http:/ > /www.microsoft.com/hardware/digitalcommunication/default.mspx?locale=en- > us&source=hmtagline > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Aussi builders, I'm now Down Under!
Welcome Serge Canberra. 100 degrees one day with bushfires and zero the next with snow. Typical of a politican's hideout. See ya round. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Serge VIDAL" To: "KRnet" Sent: Thursday, September 28, 2006 2:21 PM Subject: KR> Aussi builders, I'm now Down Under! Netters, Just wanted you to know that I took possession of my new office yesterday, in Canberra, Australia. I guess that makes me a member of the Australian KR community, then, even if my plane is not due to arrive for a good three months. One thing is fore sure: for what I see from my window, the weather seems a great deal more flyable than it was back in Paris! Serge Vidal serge.vi...@sagem.com " Ce courriel et les documents qui y sont attaches peuvent contenir des informations confidentielles. Si vous n'etes pas le destinataire escompte, merci d'en informer l'expediteur immédiatement et de detruire ce courriel ainsi que tous les documents attaches de votre systeme informatique. Toute divulgation, distribution ou copie du présent courriel et des documents attaches sans autorisation prealable de son emetteur est interdite." " This e-mail and any attached documents may contain confidential or proprietary information. If you are not the intended recipient, please advise the sender immediately and delete this e-mail and all attached documents from your computer system. Any unauthorised disclosure, distribution or copying hereof is prohibited." > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Fuel Supply
Yes, the Facet will free flow in the forward direction. My Corvair mechanical pump draws through a Facet and I only turn on the latter for takeoff/landing/steep attitudes as a precaution. The Facet also prevents back flow but not entirely. There is a minute groove on the inlet valve face that allows very small seepageI think to prevent the valve from sticking. Refer archives for details. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: To: "KRnet" Sent: Sunday, September 24, 2006 11:10 AM Subject: KR> Fuel Supply >I have an 1835 VW engine, with a Facet fuel pump feeding into a > Bosch mechanical fuel pump. to an EFS-2.. > Will fuel flow through the mech, pump when it (the Bosch) is not > pumping? > > Ray Goree > Ray Goree > 817-795-4779 > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Facet fuel pumps
Quite right Mark. I read too quickly. Sorry :-) I also have a second Facet that parallels the mechanical to a tee at the carb as Dan points out. Last thing we want is a split mechanical diaphragm and a Facet that then pumps through it into the sump rather than to the carb. The stock Corvair AC pumps were prone to splits until they came up with a stronger reinforced disphragm. I think a certified engine (was it Franklin?) with one of these pumps actually went down once with this failurecheck archives. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Sunday, September 24, 2006 10:42 PM Subject: Re: KR> Facet fuel pumps snip> > If you'll go back and read his post again, I'm pretty sure he was asking > about the mechanical pump, not the Facet.
KR> Undercarriage loadings
...and I can add the Diehl gear will bend to point where the wheel rubs on the wing having first ripped off the pitot tube without breaking or deforming either the legs or the brackets. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Thursday, September 21, 2006 8:43 AM Subject: Re: KR> Undercarriage loadings > Mark Jones wrote: > >> I am sure Langford will chime in on this one since he has had some good >> ones. :-) > > My first landing was a whopping 5.5g's, but I'm happy to report that it > was > highest one so far. I was quite surprised that no damage resulted, > especially since I violated the Diehl instructions to "locate the gear > brackets as close to the fuselage as possible". I thought to myself "well > I'll never land hard, so surely he's not talking to me!". I did manage a > 2g > "drop in" the other day at Moontown, but quite often the g-meter never > moves. > > Mark Langford, Harvest, AL > see homebuilt airplane at http://www.N56ML.com > email to N56ML "at" hiwaay.net > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Re:jabiru
Sorry Phil Makes no sense to me. Maximium oil pressure is determined by the regulator setting not the pump although a higher volume pump might improve things at idle at pressures below that set by the regulator. I can't see how a larger pump would affect the cowl design given its location on the engine. Excess oil pressure doesn't lead to leaks since the pressure galleries are internal. There might be some pressure leakage around the oil filter gasket and this is normally the thing that blows first if a regulator is set too high. In extreme cases the oil cooler might split but I've not heard of this in the Jabiru. The rest of the engine joints are mainly subject to sump pressure which might be affected by blowback or a blocked breather but not oil pressure. If the joints are leaking, I would suggest improper mating surfaces, gaskets etc. rather than excessive oil pressure. Jabiru did have some earlier problems with lack of oil supply to the top end of the engine in tail draggers and steep climbs and with crank deflection in the early 6 cylinder models. To my knowledge, the company never denied this, provided good backup and the problems, as Barry says, are seemingly fixed. If it weren't for the cost I would jump at these donks. Could you provide more detail please and ask your friend if he has adjusted his regulator. Regards John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Phil Matheson" To: "KRnet" Sent: Friday, September 15, 2006 9:46 AM Subject: Re: KR> Re:jabiru >I have spoken to many Jabiru owners, most of them say the same thing, >Jabiru > will not admit there is any problem with their engines, Why would you when > they can not keep up with orders. > > A friend has a 2200 Jabiru, it has very low oil pressure, They (Jabiru ) > say no it does not, he sent the engine to them and asked them to check it > out. It returned with a note saying nothing was found wrong with it. When > he > fitted back into his plane the cowl would not fit. They replaced the 2200 > oil pump with a lager one, and he had to cut and modify the cowl so it > would > fit. > Now it has SO MUCH oil pressure, it leaks oil all over the place. > Jabiru will not return his Calls or emails SO > > He tells me that there are plenty of complaints on the net, but I will > have > to ask him where to find them > > > Phillip Matheson > 0408665880 (cell) > VHPKR > Australia. > mathes...@dodo.com.au > KR2 Web Page > www.philskr2.50megs.com > > http://www.vw-engines.com/ > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> VSI
Hi Dean That little screw is to adjust the zero. The instrument works by measuring air flow through a small orifice to/from one chamber that is otherwise sealed to another that is open to the atmosphere. A pressure differential is created between the chambers as you climb or descend that causes the air to flow until the chambers equalise. Yes, it should return to zero after a short time with your finger on the port provided you don't vary the pinkie pressure. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "AVLEC" To: "KRnet" Sent: Friday, September 15, 2006 3:19 PM Subject: KR> VSI > Hi Guys > I have just taken delivery of a UMA VSI unit snip
KR> Landing Gear
Hi Bob Could you please post some details about the size of those springs and where one might import them from. Do other car manufacturuers use them? The Scotchply sheets (from which the Diehl legs are cut) cost an absolute fortune over here. What is an Astro vanis it like the space shuttle :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: To: Sent: Saturday, September 09, 2006 11:26 AM Subject: KR> Landing Gear >I just picked up 2 sets of fiberglass springs from Astro vans..snip.
KR> KR net BS
Damon You are wrong on all counts. Your points do matter. For people on dial up overseas like me and for those of us who have been on this group since the start in 1997 and use the archives, your newcomer attitude is not welcome and offensive. Our rules were developed and agreed between all of us in the early days. They are there for a purpose, they are not flexible and neither is our moderator. Either you lead, you follow or you bugger off. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "DAMON FISHER" To: Sent: Monday, August 28, 2006 12:52 AM Subject: KR> KR net BS snip > Mark, > You are absolutely correct. It is your sandbox and you can do as you > wishsnip.
KR> Transceiver Electrical
How close is your VHF antenna to the transponder antenna? A harmonic freq might be fooling your transponder into thinking it is being swept by a radar beamjust guessing here. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Jones" To: "KR Net (E-mail)" Sent: Friday, August 18, 2006 5:52 AM Subject: KR> Transceiver Electrical > My panel mount transceiver and transponder with encoder all work great > with very strong signals reception etc.. However, when I key my mike via a > control stick mounted PTT button, I notice that the ident light on my > transponder will glow brightly while transmitting. ATC has never said > anything about me identing on the scope when I transmit so I do not think > that is happening. So would anyone have any insight why I light up my > ident button when I transmit? Thanks > > Mark Jones > Mueller Sales Corp. > 3725 N. 126th Street > Brookfield, WI 53005 > > PH: 262-781-5310 > 800-242-2219 > Fax: 262-781-4130 > > Mailto:mjo...@muellersales.com > Web: http://www.muellersales.com > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> bumfuzzled
That has got to be the bestest word I've ever heard Mark John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Aeropoxy Chameleon
I thought MEK was used for polyester resins not epoxies but hey if it works!?? I used an electric blanket over a plastic sheet on my layups when necessary...wife wasn't amused. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - snip > Hay guys. I had the same problem and have had it off and on several times. > How humid is it? I called aeropoxy and they said to try one trick. Take a > rag and put MEK on it and and lighty wipe the surface.
KR> VW / Corvair
What's this all about Phil. The comparison you make is pointless statistically. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Phil Matheson" To: "KRnet" Sent: Saturday, July 08, 2006 2:48 PM Subject: Re: KR> VW / Corvair > VW owners, stick together, and ask just how many crank failures there have > really been with Corvairs??? > > > > > Phillip Matheson > 0408665880 (cell) > VHPKR > Australia. > mathes...@dodo.com.au > NEW WEB PAGE > www.philskr2.50megs.com > > http://www.vw-engines.com/ > OLD WEB PAGE > http://mywebpage.netscape.com/flyingkrphil/VHPKR.html > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Turn back altitude - in a KR
Hey Dan Why not turn 90 degrees the other way and only lose1/3 as much. :-) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Dan Heath" To: Sent: Thursday, July 06, 2006 10:58 AM Subject: KR> Turn back altitude - in a KR > For KR Pilots about flying the KR, ONLY, please. I am participating in > the > Flight Advisor" program. One of the things that it asks you to think > about > is the altitude at which it will be safe to turn back to the runway. How > many feet do you loose during a 270 degree turn, and at what altitude do > you > recommend as a go-nogo turn back altitude, AGL? > > Thanks, > > See N64KR at http://KRBuilder.org - Then click on the pics > See you in Mt. Vernon - 2006 - KR Gathering > There is a time for building and a time for FLYING and the time for > building > is OVER. > Daniel R. Heath - Lexington, SC > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> A call to the Aussie crowd
Cor blimey Serge, us Aussies can only handle one question at at time. See below in italics :-)) John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Serge VIDAL" To: Sent: Friday, June 30, 2006 10:58 PM Subject: KR> A call to the Aussie crowd > It is with an immense pleasure that I inform you all that in September, I > will move to Australia, on a two to three years assignment (and hopefully, > for much longer, if I succeed). The job assignment is in Canberra, but on > family grounds, I will probably settle in Sydney, and commute. > > And since I'm kind of attached to my KR2, I intend to bring it with me. > This way, I will probably break the world record for the longest distance > ever travelled by a KR2 (remember, my KR2 was born in South Africa, > followed me to Tunisia, then France. OK, it travels in a container, but > hey! You can't have it all, and a record is a record is a record! ; - ) > > So, guys, I need a little help from you to prepare the move. > > Here are the first questions that come in mind: > > Customs: > > Can I import my KR2 in my move container? (I'm talking red tape; > technically, it works, I've done it before). > What should I declare it as? An aircraft? A homebuilt aircraft project? A > microlight project? > A homebuilt kit. you may get tax exemption on imported aircraft parts. > Pilot's license: >Need a PPL in Australia to fly in controlled airspace otherwise you might be >able to get a Sports recreation Licence (?) under Ultralight regulations. > How do I convert my European (JAR) PPL in Australia? >Because Australia is an ICAO partner, I think you may only need to do a rules >exam and flight check. Also we have mandatory security clearances for both >licence and certain airport access > Aircraft ownership > > Can you own and register an aircraft in Australia when you have a 4 years > work visa? (Just checking, in South Africa it was not the case). > Don't know > Insurance > > How much does aircraft insurance cost? Who provides such insurance (broker > names in the Sydney/Canberra area would be helpful) > You might have difficulty with a non-certified aircraft and engine. The Sport > Aircraft Association of Australia have some arrangement with Zurich Insurance. > Airfields > > What general aviation airfields are there around Sydney and Canberra? > Which ones are best for a homebuilt? > Bankstown and Hoxton Park are the closest to Sydney. The former is subject to > control, the latter is OCTA below controlled steps. I don't know of any near > Canberra other than the main city field which is controlled. Nearest might be > Goulbern or Tumut but there may be private strips closer. > Is it easy to find some hangar space? > I think you would be OK around Sydney, not sure about Canberra. > How much does hangar space cost? > From $60 to $100 Australian per month at a guess > KR2 requirements > > I understand that the Australian CAA has some specific requirements on the > KR2. So far, I have heard of the followings: > > - CG envelope (what is the limitation in Australia, exactly?) > - Elevator hinges (5 hinges instead of 3, is that correct?) > - WAFs-to-WAFs bolts (each spar linked by 2 long bolts instead of 4 > small bolts, with a crusher piece in-between) >If it is registered under our experimental category, none of these are >mandatory. Under the old amateur built category you had to abide with these. > Are there any more requirements that I don't know about? > If you didn't build the beast, you can't maintain it > Is it possible to raise the maximum take-off weight above the limit > specified by Rand Robinson? > Yes, if experimental, mine is set at 545kg, 1100 lbs. Otherwise CASA states > 500kg. > Also, in general, for experimental aircraft: > > - Is it a requirement that the firewall be made of stainless steel? No, > but the airworthiness inspector who issues you your certificate under > Experimental would not be happy. > - Can experimentals fly in controlled airspace in Australia? > Yes, provided it has VH registration and a callsign. > Certification process > Experimental with VH registration gives you all the airborne privileges of > full certification but allows you to conduct your own maintenance according > to an agreed achedule. > Is there a homebuilder's association (PFA or EAA style) in Australia? > Sport Aircradft Association of Australia (SAAA). They have a web site. > Is there a homebuilder's club in Sydney or Canberra? > Yes. refer website > Who do you talk to for certification? Is it the CAA, or a homebuilder's > association like in the UK? > If you go for experimental, the SAAA can provide you with authorised people > for a reasonable fee. > Are there normally inspecti
KR> A call to the Aussie crowd
Hi Chris Under Experimental or Ultralight, the old 95.22(?) CASA rules don't apply. As far as I know there was never a formal rule about hinges or sticks in the old Amateur Built Aircraft Approval (ABAA) #45 which applied to KRs. It regulated everything bloody else like glues, timber, fibreglasses, gross weight and CoG. Anything outside the RR plans needed individual Reg 35 engineering approval (big bucks). Some of these regs were common sense and we should abide them in any case, especially the CoG (12-14"). The ABAA also allowed an increase in gross to 500kg (1100lb) and in those days (pre mid 1990s) Australia one one of few countries without experimental where this weight was legal. These days, under experimental, all we need is the CoA issued by an approved person from the SAAAand he loves best practice as should we all. We can do what we like provided we don't prejudice the property or safety of others (stems from our Constitution apparently) and this is what the authorised person is concerned with. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm snip.The local authorities don't like teh stick arrangement in kr's and they > require more than the three hinges on teh plans, best thing to do is go > into > the casa office
KR> Foam
If NASA can't get its foam right on the shuttle what chance have we puddle jumpers?? I used the cheaper powdery refrigeration urethane foam on my turtle deck and it is behaving the same as Mark's, that is, the resin and micro soaked component is tearing away from the rest leading to bubbles. As fast as I repair one another appears somewhere else. On the other hand, I used expensive quality Divinylcell on my wings and have had no problem except in one spot where I think paint thinner got through a pinhole and dissolved a little bit leading to a "negative bubble" as though a kid had pushed his thumb down. I can't recommend Divinylcell enough. You can warm it and bend it to approximate wing profile to minimise sanding and it can be bought with slots cut across it to allow even more curvature. It comes with a light fibreglass backing that just needs a resin paint to seal. It surfoams and sands really well. For Aussies, there is a Divinylcell manufacturer and distributor in Sydney. We seem to hear a lot about bubbles in KRs so I reckon use the best foam you can get and minimise labour and repairs later. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Static rpm.
Don You must have had a very fine pitch non standard or undersized prop. Max static rev on the O-320E2D in the 150hp Cardinal is only about 2350rpm according to the manual. I'm not surprised the engine failed, with 2600 rpm static it could easily be red lined in the cruise unless flown at reduced power. Regards John John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "D F Lively" To: "KRnet" Sent: Tuesday, June 13, 2006 5:54 AM Subject: Re: KR> Had to cancel C-175 purchase, lesson learned. > Ron: > > For Los Alomos I think 2900 to 3000 rpm may have been a bit much to expect > because of its altitude even when leaned to max poweer but for sure 2300 > rpm was bad news. I had an engine failure in a 150 Hp Cardinal Easter > Sunday '71 flying back to Orange County(SNA) from Pescott AZ(PRC?). When > I did my full-power run-up before I left I leaned to max power and got > 2550 to 2600 rpm so that bird was very sick you were looking at. The > Failure I had was in the left rear > piston around the wrist-pin but even then I had 1300 rpm at full throttle > @ touch-down with the planes "Barn Doors" fully deployed. The craft had > 1150 hrs TT A&E. > > Sounds to me like some one looking for a sucker. > > Good Choice. > > Don > > > Ron Smith wrote: > >> I was ready to buy a Cessna 175 from a guy in Los Alamos N.M. At the >> insistance of my flight instructor (to whom I am greatly indebted), I >> had a prebuy done. Although the gentleman thought his airplane was >> "fine", there were 4 bad cylinders, (in the 30's compression), static run >> up was only 2300, when it should have been 2900 to 3000. According to the >> A&P there was alot of metal found in the crank case. He said that he >> would not allow that plane to fly AT ALL. >> >> Lesson learned. Always get an independent mechanic to look at any >> aircraft you are planning to purchase. No matter how straightforward the >> seller is!!! >> >> The plan is now to get my ticket in the newer 172's at the school here in >> Buckeye AZ. >> >> I did some crosswind landings with 12 knot winds this morning. I have 27 >> hours now, and about 105 landings. >> >> I should have a hanger this month to start contruction back up on the KR. >> >> Sorry to hear about John. I talked with him a couple of times by email. >> He lived not far from me when I was still in cali. Just a reminder to us >> all to remain vigilant. >> >> Ron Smith >> Kr2ssxl >> Cypress Ca U.S.A. >> mercedesm...@yahoo.com >> http://ronsmith.myphotoalbum.com/albums.php >> __ >> Do You Yahoo!? >> Tired of spam? Yahoo! Mail has the best spam protection around >> http://mail.yahoo.com >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Static rpm.
Also, the Cessna 175 is a geared engine and so static engine rpm would normally be greater in Ron's case. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 (H) 61 2 66869094 (W) mobile: 0417 584767 email:johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Martindale Family" To: "KRnet" Sent: Wednesday, June 14, 2006 10:20 PM Subject: Re: KR> Static rpm. > Don > > You must have had a very fine pitch non standard or undersized prop. Max > static rev on the O-320E2D in the 150hp Cardinal is only about 2350rpm > according to the manual. I'm not surprised the engine failed, with 2600 > rpm > static it could easily be red lined in the cruise unless flown at reduced > power. > > Regards John > > John Martindale > 29 Jane Circuit > TOORMINA NSW 2452 > AUSTRALIA > > phone: 61 2 66584767 (H) > 61 2 66869094 (W) > mobile: 0417 584767 > email:johnja...@optusnet.com.au > web: www.members.optusnet.com.au/johnjanet/Martindale.htm > - Original Message - > From: "D F Lively" > To: "KRnet" > Sent: Tuesday, June 13, 2006 5:54 AM > Subject: Re: KR> Had to cancel C-175 purchase, lesson learned. > > >> Ron: >> >> For Los Alomos I think 2900 to 3000 rpm may have been a bit much to >> expect >> because of its altitude even when leaned to max poweer but for sure 2300 >> rpm was bad news. I had an engine failure in a 150 Hp Cardinal Easter >> Sunday '71 flying back to Orange County(SNA) from Pescott AZ(PRC?). When >> I did my full-power run-up before I left I leaned to max power and got >> 2550 to 2600 rpm so that bird was very sick you were looking at. The >> Failure I had was in the left rear >> piston around the wrist-pin but even then I had 1300 rpm at full throttle >> @ touch-down with the planes "Barn Doors" fully deployed. The craft had >> 1150 hrs TT A&E. >> >> Sounds to me like some one looking for a sucker. >> >> Good Choice. >> >> Don >> >> >> Ron Smith wrote: >> >>> I was ready to buy a Cessna 175 from a guy in Los Alamos N.M. At the >>> insistance of my flight instructor (to whom I am greatly indebted), I >>> had a prebuy done. Although the gentleman thought his airplane was >>> "fine", there were 4 bad cylinders, (in the 30's compression), static >>> run >>> up was only 2300, when it should have been 2900 to 3000. According to >>> the >>> A&P there was alot of metal found in the crank case. He said that he >>> would not allow that plane to fly AT ALL. >>> >>> Lesson learned. Always get an independent mechanic to look at any >>> aircraft you are planning to purchase. No matter how straightforward the >>> seller is!!! >>> >>> The plan is now to get my ticket in the newer 172's at the school here >>> in >>> Buckeye AZ. >>> >>> I did some crosswind landings with 12 knot winds this morning. I have 27 >>> hours now, and about 105 landings. >>> >>> I should have a hanger this month to start contruction back up on the >>> KR. >>> >>> Sorry to hear about John. I talked with him a couple of times by email. >>> He lived not far from me when I was still in cali. Just a reminder to us >>> all to remain vigilant. >>> >>> Ron Smith >>> Kr2ssxl >>> Cypress Ca U.S.A. >>> mercedesm...@yahoo.com >>> http://ronsmith.myphotoalbum.com/albums.php >>> __ >>> Do You Yahoo!? >>> Tired of spam? Yahoo! Mail has the best spam protection around >>> http://mail.yahoo.com >>> ___ >>> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >>> please see other KRnet info at http://www.krnet.org/info.html >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Horizontal stab stall
Hi Bill, Please elaborate on the Aerospace Department's conclusions. Seems to me a pitch up would occur in these circumstances only if the aircraft had its weight behind the CoG and that component is in excess of the lift available from the tailplane under forward stick. Obviously I'm missing something here and why isn't it reported from other Diehl wings currently flying. I agree, whatever it is it is potentially dangerous. Critically, does the nose actually drop at the stall itself after the pitch up immediately prior it? Cheers John John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au website: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "countryhomeprint" To: "KRnet" Sent: Friday, April 14, 2006 6:47 AM Subject: KR> Horizontal stab stall > KR-netters > > After consulting with the Aerospace Department at Mississippi State > University concerning the pitching up of my KR-2 upon stall approach, a > probable cause has been reached. The Horizontal Stabilizer is stalling > prior to the wing stall. This may be caused by the longer wing by Dan > Deihl. This creates a very dangerous condition. There are three ways to > prevent this condition. (1) Increase the stabilizer area by increasing by > several inches the length of the stab. The standard flat stabilizer is > only about 50% as efficient as a stabilizer with a true airfoil which > leads to the 2nd method of prevention. (2) Change the stab airfoil to a > true airfoil which will increase the efficiency of the stab. And (3), > Don't stall the aircraft, keep the airspeed well above stall. > It has been noticed that some KR-2 builders constructed a true airfoil > rather than the flat stab shown in the plans. Maybe it should be noted to > other KR builders to do the same. > You guys who have true airfoil stabs, where did you get your plans, > technical info., etc. I would like to change my stab to a true airfoil. > > Maybe if I put Armorall on my horizontal stabilizer my problem will be > solved. > > I'm still finding dingle berrys after that close call. > > Bill Page > boliverp...@bellsouth.net > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Horizontal stab stall
That might refer to the airstream over the tailplane being disturbed or blanked by the mainplane at high AoA. Especially noticable in T tails like the Boeing 727 or the Piper Tomahawk. Can make spin recovery difficult. John Martindale 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au website: www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "D F Lively" To: "KRnet" Sent: Friday, April 14, 2006 9:11 AM Subject: Re: KR> Horizontal stab stall > John: > > It seems to me there was an issue called the "Secondary Stall" that my > instructor said was potentially very dangerous but that was 43 years ago > and > beyond a vague recollection I recall little of the issue. My training was > in > Cessna 150s. > > Don > -------- > > Martindale Family wrote: > >> Hi Bill, >> >> Please elaborate on the Aerospace Department's conclusions. >> >> Seems to me a pitch up would occur in these circumstances only if the >> aircraft had its weight behind the CoG and that component is in excess of >> the lift available from the tailplane under forward stick. Obviously I'm >> missing something here and why isn't it reported from other Diehl wings >> currently flying. I agree, whatever it is it is potentially dangerous. >> Critically, does the nose actually drop at the stall itself after the >> pitch >> up immediately prior it? >> >> Cheers John >> >> John Martindale >> 29 Jane Circuit >> TOORMINA NSW 2452 >> AUSTRALIA >> >> ph: 61 2 66584767 >> email: johnja...@optusnet.com.au >> website: www.members.optusnet.com.au/johnjanet/Martindale.htm >> - Original Message - >> From: "countryhomeprint" >> To: "KRnet" >> Sent: Friday, April 14, 2006 6:47 AM >> Subject: KR> Horizontal stab stall >> >> > KR-netters >> > >> > After consulting with the Aerospace Department at Mississippi State >> > University concerning the pitching up of my KR-2 upon stall approach, a >> > probable cause has been reached. The Horizontal Stabilizer is stalling >> > prior to the wing stall. This may be caused by the longer wing by Dan >> > Deihl. This creates a very dangerous condition. There are three ways to >> > prevent this condition. (1) Increase the stabilizer area by increasing >> > by >> > several inches the length of the stab. The standard flat stabilizer is >> > only about 50% as efficient as a stabilizer with a true airfoil which >> > leads to the 2nd method of prevention. (2) Change the stab airfoil to a >> > true airfoil which will increase the efficiency of the stab. And (3), >> > Don't stall the aircraft, keep the airspeed well above stall. >> > It has been noticed that some KR-2 builders constructed a true airfoil >> > rather than the flat stab shown in the plans. Maybe it should be noted >> > to >> > other KR builders to do the same. >> > You guys who have true airfoil stabs, where did you get your plans, >> > technical info., etc. I would like to change my stab to a true airfoil. >> > >> > Maybe if I put Armorall on my horizontal stabilizer my problem will be >> > solved. >> > >> > I'm still finding dingle berrys after that close call. >> > >> > Bill Page >> > boliverp...@bellsouth.net >> > ___ >> > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> > please see other KRnet info at http://www.krnet.org/info.html >> >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> cg with Deihl wing skins
Bill and Don I own a Cardinal and have test flown them. The underside of the elevator used to stall at extreme back pressure resulting an uncontrolled pitch down of the nose. This was cured using inverted slots as you say but the point I am making is that it is a different issue to the stall of the main wing where you want the nose to drop to recover. The Cardinal issue occured during the flare when you want to keep the nose up and it wouldn't leading to a porpoise. It was not an issue for the stall you are talking aboutin fact it helped!! Bill's problem sounds more like a CoG problem, ie., to far back such that the elevator cannot lift the tail to decrease AoA on the main planeor perhaps the elevator travel is limited/incorrectly rigged. Regards John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "D F Lively" To: "KRnet" Sent: Thursday, March 30, 2006 1:53 PM Subject: Re: KR> cg with Deihl wing skins > Bill: > > I can not address this with respect to KR aircraft but do have knowledge > of an elevator stall problem in the early units of a certified craft that > led to ADs. The early Cessna Cardinals(177s) with the Laminair flow wing > had such a problem That crafy has a "Flying Tail" and is a high wing. > Cessna cured that problem by adding LE slots to the elevator. I do not > know whether it help or not but perhaps some examination of the elevator > stall problem assciated with the Cardinal problem may serve as a basis for > understandin of elevator stall problems cause and cure. Perhaps a direct > inquiry of Deihl himself will shed some light. > > Just a suggestion as it sounds way to importent to let slide. > > Don > > > countryhomeprint wrote: > >> Recently the first flight was made in 880AB. As with most any >> experimental aircraft a few problems occur. Question? Is the cg range for >> Dan Deihl wing skin wings the same as for the standard KR-2 wings? >> N880AB's cg falls within the limits for the standard KR-2, however my KR >> feels tail heavy. I am unable to establish a true stall due to the >> uncontrolled pitching up of the wings prior to stall. It feels as if the >> horizontal stab and elevator are stalling prior to the wings. This >> happened during the first stall approach and a stall approach will not >> happen again until the problem is solved. Has anyone experienced this? >> Anyone have a thought as to WHY. This could be a dangerous situation. >> >> Bill Page >> boliverp...@bellsouth.net >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> spruce to start the fuselage
Troy There is a complete list of spruce requirements listed at the back of your registered plans. John - Original Message - From: "troy Mcgrew" To: Sent: Wednesday, March 08, 2006 11:24 AM Subject: KR> spruce to start the fuselage >I am eager to start building the sides of the fuselage and called wicks to > see what spruce I would need out of the spruce kit and they didn't know. > > > This is the first on the list, would this do it for the sides? > > KR200-017 5/8X5/8X12' SPRUCE 6 EA > KR200-019 5/8X5/8X120'RAN SPRUCE 1 EA > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Registry Windows XP
Folks, off topic I know but I've been having such problems lately with my computer running intermittently slowly. I downloaded Reg Seeker from www.hoverdesk.net/freeware.htm and gave it a burl... It found 1410 problems in my registry. When added to the 394 bits of spyware uncovered by AdAware, I'm amazed the electrons moved at all. Use at your own risk but it sure fixed me up. I'm a happy little Vegemite now. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 mobile: 0417584767 email: johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> slipping
Hi Bobby Yep. Each to his own. You can either approach as a crab in balance (ball centred) and kick straight like Larry describes and I prefer. or you can slip all the way down with a wing low, nose aligned and out of balance (ball to one side). Either way will work and is acceptable. Pilots have argued this one for decades. My point was simply that if you do the latter then angle of attack must be decreased to avoid the stall and thus nose down means airspeed goes up. Stall speed is always increased when an aircraft is flown out of balance. Regards John. - Original Message - From: To: "KRnet" Sent: Thursday, February 09, 2006 7:23 AM Subject: Re: KR> slipping > John, > I disagree...Approaches in a crosswind should be with a wing low > and the airplane lined up with the centerline. That is why so many > people have trouble flying a tailwheel. They are used to crabing it > in, crashing it sideways on the runway, and letting the tricycle gear > straighten them up. Bobby > > > > > > > > >> Hi Bill >> >> Actually airspeed must be increased in a sideslip because stall speed is >> raised also. This is because the wing becomes less efficient and the lift >> drag ratio is reduced. This means a greater angle of attack (nearer to >> the >> stall) at a given airspeed to maintain lift or alternatively you must >> increase air speed. If side slipping an approach you should always be >> applying some forward stick at the same time hence the steeper descent >> angle. Flaps were invented to overcome this as you say, to give a steeper >> approach angle and reduced airspeed. Side slip without forward stick has >> killed many a Tiger Moth pilot since it can put you into an opposite spin >> with no altitude in which to recover. Aerobatic pilots actually use this >> to >> advantage ti initiate spins at safe altitudes. >> >> Also an approach in a cross wind is a crabbed approach not necessarily a >> side slip. The aircaft should still be balanced relative to the wind >> (ball >> central) but its approach relative to the ground is skewed. In a side >> slip >> the ball is one way or the other depending on your rudder input and this >> can >> be achieved without cross wind if desired. >> >> Cheers John. >> >> - Original Message - >> From: >> To: "KRnet" >> Sent: Wednesday, February 08, 2006 11:48 PM >> Subject: Re: KR> slipping >> >> >>> By slipping one must qualify the type. By definition you will be cross >>> controlled in a forward slip, no way around that one. A side slip >>> however >>> would be used during a crosswind landing (kind of hard not to if you >>> actually want to land on the runway). As far as slips being "dangerous" >>> I >>> think that it was a required skill for all of us in order to get the >>> private. Remember those no flap landings. Guess what, a forward slip >>> isn't >>> dangerous and it provides the same advantage as flaps, steeper approach >>> angle without the increased airspeed. Flaps weren't always around >>> folks. >>> They were added to planes like that little wheel up front on your trike >>> gear >>> plane to make landings easier. That is also why actually having >>> tailwheel >>> time is essential. Trust me if you go from the 172 world straight into >>> your >>> tailwheel KR you will quickly learn what the term "ground loop" means >>> and >>> it >>> ain't an aerobatic maneuver. >>> >>> Bill Zink >>> - Original Message - >>> From: >>> To: "KRnet" >>> Sent: Wednesday, February 08, 2006 1:21 AM >>> Subject: KR> slipping >>> >>> Slipping is natural when conditions require slipping. However, there sometimes is a tendancy to cross control which can be dangerous. Not many pilots understand the tendancy to cross control or even what it means. Is there a CFI out there who would be generous enough to elaborate on this? JR ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html >>> >>> >>> >>> ___ >>> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >>> please see other KRnet info at http://www.krnet.org/info.html >> >> >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html >> > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> slipping
I like the B52s where you crab all the way down and crank in the crosswind angle on the undercarriage offset. Kind of like controlling a supermarket trolley and you look out the side window on roll out. :-) - Original Message - From: To: Sent: Thursday, February 09, 2006 10:30 AM Subject: Re: KR> slipping > OK the heavier aircraft, I've flown the B-727 a little over 20 years, and > am > just coming up on 2 years on the A-300. We were taught, (and it works) > to > crab down final, and at the last 100 to 200 feet to transition into a slip > for > touchdown. However, that does not work well on the DC-8 or so my friends > tell me. On that aircraft, with the larger CFM-56 engines, if you bank > over > about 6 degrees, you would catch a pod. So on the -8, you crabbed and > "kicked" > the airplane straight just during the flare. It is a different view in > these aircraft during the crab phase, as some of the longer-fuselage > aircraft, > when the main landing gear is centered on the runway, the nose will be > over the > weeds. > > Bill Zorc > KR-2.5 Corvair project > Vero Beach, FL > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> slipping and stalls
Sorry Colin :-) I reckon what I say is correct in any phase of flight where there is positive G on the wing. An exception is if you conduct a pushover. In that case, I agree, you cannot stall at zero G and airspeed can safely drop right off, eg., like in a wingover. Under any positive G, if you fly close to the stall (whatever it might be) and then induce a side slip you risk the stall and possible spin irrespective of whether you are descending, climbing or maintaining level flight. You must put the stick forward and on descent this will produce an increase in airspeed. I sincerely hope you are not teaching students to conduct sideslip approaches at the same airspeed as that applying to a balanced approach. If so, you are eating into your safety margin in my humble view. Even worse if you have some flap out masking the elevator effectiveness, eg., the Cessna 150 where slips are prohibited under flap. Regards John. - Original Message - From: "Colin Rainey" To: Sent: Thursday, February 09, 2006 1:24 PM Subject: KR> slipping and stalls > John > All of that would be true in level coordinated flight. > But in a slipping descent as in ANY maneuver while DESCENDING, IF a pilot > does NOT > attempt to remain level, but rather continues the descent, than the > maneuver > does NOT > increase the load factor on the wings. Load factor is what increases the > stall speed. > The descent has already reduced the angle of attack. This is why you are > descending > in the first place; lack of enough lift to remain in level flight. > What killed those pilots you spoke of is the classic crossed controlled > stall, usually > on the base to final turn, but could happen at any point, where the > airspeed > appears > to be high enough, due to what Larry pointed out, a misalignment to the > relative > wind, as compared to normal flight. The exposing of the fuselage side to > the > relative > wind causes an increase in drag, which if the nose is not lowered to > counter, can > cause a TREMENDOUS loss of airspeed quickly. A Tiger Moth has the added > problem > of being a biplane, already with a high drag configuration, and limited > visibility, so the > sight picture during the approach is aggravated, by being blocked more. > Increasing airspeed will only undo what the slip is doing for you. Adding > POWER to > assist in maintaining the same airspeed may make it easier, but will make > the transition > tricky, especially if you happen to forget about the added power. > > There are two primary reasons that commercial aircraft crab way down > final, > and then "kickout" > into the sideslip touchdown: > 1) Passengers do NOT like to be pointed at the ground! That is a big NO > NO! > Big bank angles > when on final, or while descending is gaurunteed to get the "You can't > fly, > worst landing I ever had"! > remarks from de-planing passengers > 2) Many air carrier aircraft cannot lower the wing enough to compensate > for > the higher winds on final > and still clear the ground with the engines or wingtips. The volume of > buildings and surface friction > tend to lower the surface winds, so that the large plane can lower its > wing > enough during the "kickout" > procedure. So they crab until just before touchdown, then "kickout" into > the > sideslip to take advantage > of the slower windspeed, and quick touchdown where the wheels will take > over > directional control. > Thrust reversing and spoilers make sure that the aircraft remains > controllable by slowing quickly > and reducing lift even more. Since we don't have these devices, > "kickouts" > are tricky and not > recommended for lower hour pilots. > > Although it is a procedure that commercial pilots, even for single engine > rating are taught to add > to their bag of tricks, other pilots are normally not taught, and are > discouraged from using it. The > FAA prefers using what they call a stabilized approach. That is, crab for > correction at all times > while in normal flight, except on short final. When established on final, > and still at approximately 200 > to 300 feet off the ground, transition smoothly from the crab correction, > to > a wing low stabilized > attitude, and maintain this attitude with corrections as the wind changes, > until touchdown, and all > wheels are down, and then transition into the appropriate taxiing wind > correction until shutdown. > > Ken Jones: Thanks for the heads up! Went to the wrong FAR/AIM! Got to > throw that one away! > > Colin M Rainey > First National Mortgage Sources > Lending Solutions in All 50 States > 386-673-6814 o > 407-739-0834 c > co...@firstnationalmortgage.org > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Great Plains Brakes
Folks I disassembled my Great Plains master cylinders today. There are no relief ports or valves anywhere and no resevoirs. It is a simple plunger/o-ring with an internal spring to return it to its fully out position. If completely filled and bled, there is no room for heat expansion thus the slave must move out and lock on the disk. Cylinder orientation becomes irrelevant. So, either one must find a fluid that doesn't expand at all under heat, or the system must be under filled so that the master plunger can still move out if needed. I'm suggesting about 1/8" should be enough play.Full plunger movement is about 5/8" but is limited by the smaller distance that the pad moves. Problem is that the space will inevitably fill with air leading to diminished brake effectiveness. Can't see any other solution short of a redesign however, any other ideas? John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 mobile: 0417584767 email: johnja...@optusnet.com.au web: www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> slipping
Hi Bill Actually airspeed must be increased in a sideslip because stall speed is raised also. This is because the wing becomes less efficient and the lift drag ratio is reduced. This means a greater angle of attack (nearer to the stall) at a given airspeed to maintain lift or alternatively you must increase air speed. If side slipping an approach you should always be applying some forward stick at the same time hence the steeper descent angle. Flaps were invented to overcome this as you say, to give a steeper approach angle and reduced airspeed. Side slip without forward stick has killed many a Tiger Moth pilot since it can put you into an opposite spin with no altitude in which to recover. Aerobatic pilots actually use this to advantage ti initiate spins at safe altitudes. Also an approach in a cross wind is a crabbed approach not necessarily a side slip. The aircaft should still be balanced relative to the wind (ball central) but its approach relative to the ground is skewed. In a side slip the ball is one way or the other depending on your rudder input and this can be achieved without cross wind if desired. Cheers John. - Original Message - From: To: "KRnet" Sent: Wednesday, February 08, 2006 11:48 PM Subject: Re: KR> slipping > By slipping one must qualify the type. By definition you will be cross > controlled in a forward slip, no way around that one. A side slip however > would be used during a crosswind landing (kind of hard not to if you > actually want to land on the runway). As far as slips being "dangerous" I > think that it was a required skill for all of us in order to get the > private. Remember those no flap landings. Guess what, a forward slip > isn't > dangerous and it provides the same advantage as flaps, steeper approach > angle without the increased airspeed. Flaps weren't always around folks. > They were added to planes like that little wheel up front on your trike > gear > plane to make landings easier. That is also why actually having tailwheel > time is essential. Trust me if you go from the 172 world straight into > your > tailwheel KR you will quickly learn what the term "ground loop" means and > it > ain't an aerobatic maneuver. > > Bill Zink > - Original Message - > From: > To: "KRnet" > Sent: Wednesday, February 08, 2006 1:21 AM > Subject: KR> slipping > > >> Slipping is natural when conditions require slipping. >> However, there sometimes is a tendancy to cross control >> which can be dangerous. >>Not many pilots understand the tendancy to cross >> control or even what it means. >>Is there a CFI out there who would be generous enough >> to elaborate on this? >> JR >> ___ >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net >> please see other KRnet info at http://www.krnet.org/info.html >> > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Brakes
Folks, I've heard back from Steve Bennett at Great Plains about my brake problem. He has been really helpful given my difficulty in explaining my system to him in email words. He has no knowledge of the problem previously which suggests it is my setup at fault. Steve suggests that if the cylinders are to be vertical then the bleeder and exit line to the slave should be at the bottom (yes!!) and the plunger at the top. This is opposite to what I've done but I reckon it would make bleeding almost impossible in situ. There would be no way to get air out next to the plunger. Nonetheless, I'll try it by bleeding first before I mount it upright. I'm also going to pull the bugger to bits to confirm how it works and whether it has any relief ports at all. Finally, I'm gonna put identical amounts of brake fluid in the frig and the sun and determine what expansion there is. If none of that works I'll use whisky (Bourbon to you fellas) which will come in handy if she decides to nose over under lock on me :-) Mark L's experience with the VW master and overfilling sounds on the money to me also. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> test flying
Oh too right...and if there isn't enough rudder authority at low speed you can't recover from my experience unless you get the tail wheel planted. That's how I hit a taxi light and snapped my prop. It's why I don't like mucking around in that critical area of minimium controllability...it's groundloop territory.sorry Colin :-). Keep that throttle gentle both power up and down and be ready to pedal. John - Original Message - From: "Brian Kraut" To: "KRnet" Sent: Thursday, February 02, 2006 1:24 PM Subject: RE: KR> test flying > Oh, and one more thing particularly with a higher powered engine. The KR > tracks pretty straight on tail up taxii runs, but will dart off if you > pull > the power back too fast and are not ready on the rudder. > please see other KRnet info at http://www.krnet.org/info.html
KR> Brakes
Hi Jeff I'm using a Castrol automotive DOT 4 green fluid. Great Plains says to use automotive rather than the aviation red mineral stuff because automotive seals are used. Nontheless I reckon you are on the right track with the fluid expansion. Today was hot, the brakes locked and I cracked the slave bleeder for less than a second just off then on again...about a zillionth of a drop came out and they released right up. So the issue is in the master where I cannot find any external venting at all!! I think this must mean the fluid expansion must be via a port around the plunger that is uncovered at restbut is there one and how critical must the plunger location be for it to work. I've emailed Steve Bennett for an explanation and I'll post the answer in due course. Oh, and Frank, I have found that by landing upside down I can get around the southern hemisphere problem but then another thing gets me stumped...I can't work out why the canopy locks up instead of the wheels. :-) John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Brakes
..and I should clarify what I said earlier. My system does not have a integral resevoir as such like you see in, for example, my Cessna Cardinal. All fluid storage is within the master itself which is about 3" long by 1" diameter. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> More brakes
and here is the site picturing my system. It actually recommends transmission fluid as well.. http://www.greatplainsas.com/ihydbrake.html Is anyone else using this system? Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> More brakes
Hi Brian I was wondering about that also until I read on the site I just posted that the bleeder/pipe exit end should be highest to get a good bleed, ie., rod lowest. John >I had the Great Plains brakes and didn't have any problems with them. I >had > the rod side facing up. I don't know if that was why I didn't have > problems, but it sounds like a likely cause to me. ..
KR> Brake museings
OK folks I'm thinking real hard now and you all know that's dangerous. Imagine a simple closed hydraulic system with a large diameter plunger at one end (the slave at the disks) and a smaller one at the other (the master). Put the system under pressure by heat. Pressure and thus volume is distributed evenly throughout and so the smaller plunger will move further than the large one and the latter does not lock up on the wheel because once it touches any pressure and volume is dissipated at the other end. I suspect this is now the Great Plains system operates,ie., there are no relief ports. However, what if the smaller plunger is prevented or retarded by moving because it is simply attached to a relatively heavy articulated brake pedal or alternatively is overfilled against its stops. Pressure is then applied in relatively greater amount at the disk and lock up occurs. Very little pressure is needed as evidenced by the minute amount of fluid that escapes when I release the pressure at the slave bleeder. Now apply a relief port towards the end of the master that normally allows fluid to spill around the smaller plunger and return to the resevoir in the event of heat to overcome the above scenario. What if the plunger doesn't return sufficiently to uncover the port because of the pedal weight. Bingo, lock up again. Next point, the Great Plains system doesn't have a resevoir in the typical sense.If a relief port exists, then at rest and under heat, some fluid must spill around the plunger via the port to a second internal void somewhere else. There are no leaks so it must go somewhere! If this void is overfilled during bleeding then the spill can't occur again leading to lockup. What happens over a period of hot weather? A little bit of fluid gets pushed out the port into the void each time but because my cylinder is vertical, it might not get sucked back as the system cools (this would depend on the port location relative to fluid level in the void). Next time the brake is used the plunger moves in relatively further to take up the reduced volume of fluid and eventually the port doesn't get uncovered on release. Again potential lockup. My solution, yet to be tried, is to put a penny washer across the end of the master with a compression spring against it and around the push rod with the other end of the spring at the pedal fitting and to ensure enough play in the system by not overfilling. Hopefully, the spring will assist the master plunger in returning fully and uncovering the relief port. I'll let you know if it works. Comment welcome on all this conjecture. Anyone know of a fluid that doesn't expand at all under heat. We're having a real hot spell here. 35-40 C every day lately. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> fuel tanks
I have four tanks as follows: 20 left outer 30 left inner 30 right inner 20 right outer litres across the wing between the front and rear spar. Can only fly solo no baggage with the full 100 litre which then grosses at 1200lbs. Two up (say 77kg each) requires both the outers to be empty and about 20 only in each of the inners. CoG remains within the recommended 8-12 inches aft of root leading edge at all times. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: To: Sent: Saturday, January 28, 2006 5:58 PM Subject: KR> fuel tanks > What are the most fuel tanks a KR can have and still > maintain proper cg limits. and where would they be located > and at what capacities. > > JR > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Great Plains Brakes
Folks I have an intermittent problem with my Great Plains brakes. These have separate hydraulic master cylinders and disc pads for each side. After they have been standing for a while they tend to lock up to the point where I cannot push the aircraft around. This due to the pad somehow taking up slack in the system and is maybe related to hot temperatures through the Australian summer days and cooling at night. I can release the pressure by admitting air through the bleeder nipple or alternatively forcing the pad plunger back but this doesn't seem to be the correct thing to do. Does anyone know of a solution to this or suffer from it? Is it a known problem? Can anyone describe how the mster cylinder works internally to adjust for fluid expansion and temperature. If there are no simple solutions from you guys I'll email Steve Bennett. I'm worried if they decide to apply themselves in flight that I'll be fishtailing or nose overing more than I usually do on landing. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Brakes
Hi Larry The problem occurs on both sides which are independent of each other so I reckon its something to do with the design or my setup. The Great Plains model has a resevoir integral with the master cylinder. I have the master cylinders mounted vertically in a toe/heel arrangment with the plunger downwards and bleeder at the top and maybe this affects the way the internal ports (?) compensate. It would really help if I knew how they work. I need a picture. As you say, it is possible the plunger is binding and not free to travel back to its start position but equally there is no particular force like a spring or anything to do this. It must rely on residual pressure to return it. Maybe I'll pull one down and navel gaze it. It doesn't happen as a result of me applying and releasing brakes but rather after a period of sitting still..they sort up pump themselves up on their own!!..typical of my aircraft...a mind of its own. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm
KR> Spar length
Hi Doug My comment was a generalised one and I had forgotten that RR has an option for tanks in the outer. I agree, tanks in an extended inner would be no different and maybe better. Sorry to have misled. Nontheless, I would be interested to know how a KR behaves in a spin with fuel only in the outer tanks. Anyone tried it. :-) Feelin embarassed here John. - Original Message - From: "Doug Rupert" To: "'KRnet'" Sent: Friday, January 27, 2006 4:26 PM Subject: RE: KR> Spar length Obviously I'm missing something here John. Kindly explain the difference between a properly baffled fuel tank in the stub wings versus the same tank in the outer wing panels. It would seem to me that if wing drop is your concern that the same weight further out would have more of a detrimental effect for spin recovery, not that anyone in their right mind would intentionally spin a KR. In any event, spin recovery maneuvers are identical no matter where the fuel is located. I'd be more worried about the c.g. shift associated with the header tank. As for extending the stub wings, it would be a snap with the AS 5048 airfoil as the spar is deeper. Using the stock per plans spar and airfoil I think the added stress would easily be overcome by wrapping both inner spars with a couple of layers of CF. I'm not an engineer by any means but it seems to make sense should one want to attempt such a change. If it were me I would go with the 5048 airfoil and build the sucker. I would have absolutely no hesitation on taking it into the air as with the added depth of the spar I think the WAF would now be the weak link in such an arrangement. Doug Rupert Caution. Spin recovery can be affected if the extra distance is used for tanks. My viewStick to what is proven, that is, stock stub length. John -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.371 / Virus Database: 267.14.21/236 - Release Date: 1/20/2006 > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> plans
Phil Under the old "Amateur Built", evidence of plan purchase was required for CAA approval. The plan number used to be on your identification plate along with your registration details. One set of plans per approval. Also a condition of purchase imposed by Rand Robinson. For me, whilst the legality might be otherwise, there is a moral issue here. Regards John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Phil Matheson" To: "KRnet" Sent: Sunday, January 22, 2006 12:12 PM Subject: Re: KR> plans > What do you call a legal set of plans > > Every builder changes the plans to suit him self, Does the LAW say that only > one plane can be built from one plan. I have registered my KR in Australia > VHPKR and used the plans number as the serial number of my KR. But I could > have made up any number I wanted. so the plans number SEEMS to mean nothing > ? > > What happen in the US ??? > > > Phillip Matheson > VHPKR > Australia. > mathes...@dodo.com.au > NEW WEB PAGE > phils...@50megs.com > > http://www.vw-engines.com/ > OLD WEB PAGE > http://mywebpage.netscape.com/flyingkrphil/VHPKR.html > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> foam and resin
Chris I used Divinylcell for the foam and Meury Enterprises for the resin (Ciba Geigy LC191). Both companies are in Sydney and familiar with aircraft/boat construction. The foam is expensive but worth it as it doesn't powder like the cheaper urethane surfboard stuff. You can buy it in sheets with narrow 1mm grooves cut in it that allow it to be bent to shape to minimise sanding and wastage. John - Original Message - From: "Chris Johnston" To: "KRnet" Sent: Tuesday, January 24, 2006 11:40 PM Subject: KR> foam and resin >A question for Australians, can anyone tell me where I can get some foam >from, I have tried about 6 companies locally in Sydney but they all charge >something like $1000 for a block of foam about 4 ft by 2 ft by 1 ft, and if >any one can advise on a good resin for glassing and where I can get it then >that would help too, there are so many differret brands available I would >much prefer to use something that is known to work, rather than something >that the fibreglass salesman thinks will work. > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Spar length
Caution. Spin recovery can be affected if the extra distance is used for tanks. My viewStick to what is proven, that is, stock stub length. John - Original Message - From: "Stephen Teate" To: "KRnet" Sent: Thursday, January 26, 2006 1:29 AM Subject: RE: KR> Spar length >I increased my stub wing 11 inches on each side. My main reasons for > doing this were to increase my flap area and effectiveness and to > increase wing area due to the weight of my engine. I increased the > number of vertical pieces between the spar caps and then completed it > per plans. I then added 1/4" plywood to the rear of the main stub spar > that extends just beyond the edges of the Diehl gear attach brackets. > These brackets have been moved outside the diameter of the prop for drag > reasons so the additional plywood is almost full length of the spar. > Outer wings are stock and will be the Diehl skins. Realize you are > talking about the main structural component of the aircraft so any > change to this should really be thought about. I don't think a 1' > extension is extreme but since I am not yet flying you might want to do > a search of the archives and see what others have done. > Good luck, > Stephen > ste...@compositecooling.com > > -Original Message- > From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On > Behalf Of bdazzca...@aol.com > Sent: Wednesday, January 25, 2006 2:42 AM > To: kr...@mylist.net > Subject: KR> Spar length > > Hi Netters, > > I was wondering if anyone has extended the length of their inner > spars > to get over fuel without adding a header tank? If so how much was added > to > total length? I would like to add a total of 12".. Is this possible? I > would > also be leaving the outer spars their length. > > > David Swanson > bdazzca...@aol.com > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> another good flight
Boy I love that EIS printout, Mark. I was wondering whether you could program some of the graphs in dots or dashes or similiar rather than colour. Just a tad hard to decipher. Yeh OK it's a nitpickin Aussie varmit here. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Mark Langford" To: "KRnet" Sent: Monday, January 16, 2006 2:28 PM Subject: KR> another good flight > NetHeads, > > I put another 3.1 hours on the plane today, for a total of 4.3 for the weekend, now up to 121.something. See http://home.hiwaay.net/~langford/flights/jan2006farm/ for details, as well as info on the ill-fated T-Pad 800 display installation. My rationale for presenting this stuff is not to "rub it in", but to provide motivation for you slackers to tighten up and get with the program... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > -- > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> KRs around the world
I'm on. Number 3 for Australia. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au web: http://www.members.optusnet.com.au/johnjanet/Martindale.htm - Original Message - From: "Brian Kraut" To: "KRnet" Sent: Monday, December 19, 2005 1:32 PM Subject: KR> KRs around the world > If you have not checked out our KR builders and pilots map lately or if you > are new check it out and put up your name at > http://www.frappr.com/krbuildersandpilots. Martindale Family
KR> Air fuel ratio
Mark and others, here's a neat little digital gauge and a table that shows the relationship of sensor voltage to A/F ratio. http://www.dynotunenitrous.com/store/scripts/prodView.asp?idproduct=129 John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au
KR> Max. HP
Hi Bob Are you sure that tacho reading is correct? I have a 56" 3 blade Warp Drive prop on a 2700cc Corvair and get about static 3200 rpm at a 17 degree blade angle. There is no way I could get 3700rpm from 25 degrees.maybe I'm way down on power...hmmm. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au - Original Message - From: "Bob Sauer" To: Sent: Saturday, December 10, 2005 11:56 AM Subject: KR> Max. HP > I have a three blade Warp Drive prop on my Corvair engine. How do you set the throttle to achieve max hp and also achieve 2900 rpm static for the prop? On the Warp Drive blade setting device, I now have the prop set at 25 degrees, which appears to be quite a twist. The engine will still run up to 3700 rpm. Seems like I am chasing two unknowns at the same time. Help please? > > Bob Sauer > Sun City West, AZ > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> air/fuel mixture meter, dirt cheap and cool!
Aye. Just what the boy wants. Now if someone would invent a sensor that didn't mind leaded fuel I'd be really happy. Be nice to calibrate the gauge. Does anyone have a mixture to voltage graph to hand? Thanks Mark. John Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA ph: 61 2 66584767 email: johnja...@optusnet.com.au - Original Message - From: "Mark Langford" To: "Corvair engines for homebuilt aircraft" Cc: "KRnet" Sent: Monday, December 05, 2005 5:52 AM Subject: KR> air/fuel mixture meter, dirt cheap and cool! > VairHeads, > > As many of you know, I have an LED air/fuel mixture meter in my airplane, > and I consider it to be an invaluable tool for setting up the carb > initially, as well as leaning during flight, and even troubleshooting engine > problems later on. I was doing a little reasearch to help a KR builder find > something similar, and stumbled across a daylight readable "analog display" > LCD version that is a mere $20, and ready to install. All you need to > finish it is a $30 "one wire" Bosch O2 sensor and an 18mm sensor "bung" or > boss welded into you exhaust manifold ($14 from www.burnsstainless.com and > other places). I've got to get one of these jewels, because it will fit in > the hole where my useless Tiny Tach now lives (well, it's dead, after only 4 > months), freeing up the 52mm hole where my current A/F meter is now for > something else. See the bottom paragraph at > http://my.tbaytel.net/guskers/gauges.html and follow the two links at the > bottom. I think all of my cars are about to have A/F meters... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > -- > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> prop indexing - dunno what that is !
Hi Peter My understanding is that balancing and vibration can be two separate issues. All materials have a rotational frequency about which they vibrate. Even a perfectly balanced engine can need a torsional damper to ensure that this frequency is transferred to rev ranges outside the normal operating range of the engine. Prop indexing assists in this and the rule of thumb we have discussed recently on this and the Corvaircraft list (search the archives) is that the prop blade should be mounted at 90 degrees to the nearest crank throw. Sometimes balancing, dampers, sliding crank counterweights and indexing are still not enough and in those cases we see tachos placarded against certain rev ranges (eg., the Cutlass O-360). Regards John - Original Message - From: "Peter Diffey" To: Sent: Sunday, November 27, 2005 8:47 AM Subject: KR> prop indexing - dunno what that is ! > Hi, > > I guess that indexing a prop is a US term, cos I have not heard it in > UK, so I am guessing what is meant. > > I think in many cases it is a practical choice rather than an > engineering decision. > > Assuming that the prop is well balanced, the orientation should not make > any difference what way round it is, however in the case of props on > hand swung VW engines, if you put the prop on 120 degrees out, it will > be a pig to start, because you reach TDC with the prop at something like > 300 true, or down by your boot laces. > > I know that there are blokes out there that like to try anything just to > prove it can be done > > Ah, finally, *ugger, *ollocks and other anglo-saxon words are perfectly > acceptable english when the prop kicks back and catches you across the > knuckles. > > Pete Diffey > St Albans, UK > > > > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Another tail section question
You want the gap small to minimise air flow from the high pressure side to the low pressure side. Mind you, the KR elevator is so effective that it might not matter all that much. My gap is about 2 mm. I wonder how much the tail surface flexes in flight and whether this could cause binding if too many hinges were used. I think there is a thread on this. Check the archives. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Ron Smith" To: "KRnet" Sent: Thursday, November 10, 2005 5:52 AM Subject: Re: KR> Another tail section question > > > Mark Langford wrote: > And don't forget that the "new standard" for those hinges is the "Dr. Dean > hinge", shown at http://home.hiwaay.net/~langford/dean_hinge/ ... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > > > Hi Mark, > > > > I am using the Dr. Dean hinges, but I am keeping the "standard plans airfoil shapes". I don't see anywhere on the plans where it tells you how to form that gap. From what I see on the plans it looks as though there is no gap .Maybe I'm just not reading the plans correctly. I just made mine about 1/8 of an inch. > > > > I was wondering how much gap everyone else has. > > > > I am concerned that I don't get a binding condition, cause by having that gap to tight. > > > > Ron Smith > Kr2ssxl > Cypress Ca U.S.A. > mercedesm...@yahoo.com > http://ronsmith.myphotoalbum.com/albums.php > > - > Yahoo! FareChase - Search multiple travel sites in one click. > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Loop De Loop
Must have been a badly executed loop or was it an outside one...definitely a no no in a 150. Love to see it also. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Steve Bray" To: Sent: Monday, November 07, 2005 2:53 AM Subject: KR> Loop De Loop > Hello List > > Someone sent me a clip of a 150 doing a loop and a dog in the back floated > up as they went over. > It was great and I lost it. No idea who sent it and this is a shot in the > dark. If anyone out there has it or sent it to me could you please send it > again. > > Thanks, > Steve Bray > Jackson, Tennessee > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Tiedowns
Jim If you're not using wheel pants you can just fabricate a bracket and bolt it to your undercarriage using the existing bolt locations on the lower leg. I also use this for a jack point if I need to remove the wheel. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "JIM VANCE" To: "krnet" Sent: Friday, November 04, 2005 11:46 AM Subject: KR> Tiedowns > Steve, > > Thanks for the great idea. I'll say three hail marys and punch some holes tomorrow. > > Ain't the KR net great? You can show your stupidity, and the whole gang jumps in to get you going. > > Jim Vance > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> battery had bulged
Geday Mark This is what happened to my battery also when the Kubota regulator failed (refer archives), I think as a result of overreving the dynamo. The Kubota dynamo revs should not exceed 4250. I then used a bigger pulley (about 4 1/2 inch dia) to slow it down and have had no further problems. I imagine the Deere is similiar. Hey, it could be worse.at least your battery buffered your avionics. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Mark Jones" To: "KRnet" Sent: Saturday, October 22, 2005 11:30 PM Subject: Re: KR> battery had bulged > The battery is a Power Sonic > http://www.portablepower.com/items/batteries/SLA/1/Powersonic/PS-12180/PS-12180NB/SL105/35L105S3 > PS-12180NB. This is a UPS (uninteruptable power supply) type battery and is > optimized by a charge rate of 5.4A till it reaches 14.4 to 14.7 volts. Once > fully charged this type of battery must have a charger that either shuts > itself down or goes into a float voltage mode. A float mode for this battery > is a constant charge range of 13.8 to 13.8 volts continuously. When held at > this voltage the battery will seek it's own current level and maintain > itself in a fully charged condition. I am running the John Deere dynamo > system and this system emits a continuous charge rate of 14.5 volts. This > extra voltage can not be tolerated by this UPS battery and I speculate that > it heated the battery up causing the bulging of the side. There is a > possibility, under these circumstances that the battery case could > rupture/explode while in flight which would create unwanted circumstances. I > promoted this as a good Sealed Lead Acid Battery to use in our aircraft. I > have now flight tested this battery and DO NOT recommend it any longer. Mark > Langford, I suggest you remove yours and replace it as well as anyone else > who may have one. > > Mark Jones (N886MJ) > Wales, WI USA > E-mail me at flyk...@wi.rr.com > Visit my KR-2S CorvAIRCRAFT web site at > http://mywebpage.netscape.com/n886mj > > > - Original Message - > From: "Dan Heath" > To: > Sent: Saturday, October 22, 2005 4:16 AM > Subject: KR> battery had bulged > > > > Mark, > > So, why do you suppose that your battery was Bulged? > > > > See N64KR at http://KRBuilder.org - Then click on the pics > > See you in Mt. Vernon - 2006 - KR Gathering > > There is a time for building and a time for FLYING and the time for > building > > is over. > > Daniel R. Heath - Lexington, SC > > ___ > > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Risk assesment
Hey Barry Is that an Aussie outback shed or what !! John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Barry Kruyssen" To: "KRnet" Sent: Friday, October 21, 2005 7:37 AM Subject: Re: KR> Risk assesment > Hi All > > I have a Balistic Chute, see my web page to see it installed next to my OLD engine and why I mounted it there. http://www.users.bigpond.com/kr2/grs_ballistic_chute.htm. > I'm away for work for then next week till Saturday 29th, I'll then take some phots with the new engine. > > The type BRS I have, has been used at 800ft inverted, pilot walked away with minor cuts and bruises. > > I think I would always try and have some type of chute on an experimental aircraft (I always wear a chute when flying a glider) > > regards > Barry Kruyssen > Cairns, Australia > RAA 19-3873 > > k...@bigpond.com > http://www.users.bigpond.com/kr2/kr2.htm > > > > I > - Original Message - > From: Ron Smith > To: kr...@mylist.net > Sent: Friday, October 21, 2005 3:19 AM > Subject: KR> Risk assesment > > > The death of Steve Jones has me thinking hard. When I look at how many deaths have occured in experimental aircraft and compare that to the number of experimental aircraft that have been completed and flown, it seems to me that our "hobby" is quite risky. > > I'm ok with that. > > Also I factor in that guys like Steve Jones are very intelligent folks, meticulous, and thoughtful. > > > I wonder why we build these small planes without BRS devices. That 3 thousand dollars seem to me to be very cheap insurance. > > Now I know alot of guys will come out of the wood works and say that "as long as you get the nose down, and fly the plane, etc etc" > > I'm sure Steve knew to do all those things. He is gone. > > > Am I all wrong in my thinking? > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Spitfire/Bunyip
Off topic but here goes. A nocturnal Australian beast with a eerie call resembling a woman wailing or a pilot on first solo in his KR. Often heard in the vicinity of billabongs around the campfire late at night and closely related to Bundy Bear. Never actually seen but known to be partial to Vegemite. The subject of several bush ballads and poems written by pioneer Aussie vagabonds. John PS: More trivia. I've discovered that if you program your GPS to be on lat/long 0/0 and ask it the distance and direction to 0/180 (ie., the other side of the world) it gets most confused as it attempts to calculate the world's equatorial circumference and divide by two. OK OK I'm gone now. The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Steve Bray" To: Sent: Wednesday, October 12, 2005 8:56 AM Subject: Re: KR> Spitfire/Bunyip > John > What is a bunyip? > > Steve Bray > Jackson, Tennessee > > > > > >From: "Martindale Family" > >Reply-To: KRnet > >To: "KRnet" > >Subject: Re: KR> Spitfire > >Date: Tue, 11 Oct 2005 23:11:27 +1000 > > > >There is rumoured to be a pirate, unregistered and camoflaged Spitfire > >operating in the remote guts of Australia. It has been reported on many > >occasions but has never been tracked down or found by the > >authorities.it > >took them long enough to find a rebel Pawnee cropduster with a V8 Chev > >motor > >long before experimental came along in this country...and yes I do believe > >in bunyips and yetis. > > > >John > > > >The Martindale Family > >29 Jane Circuit > >Toormina NSW 2452 > >Australia > > > >ph: 61 2 66 584767 > >email: johnja...@optusnet.com.au > >- Original Message - > >From: "Frank Ross" > >To: "KRnet" > >Sent: Monday, October 10, 2005 12:17 AM > >Subject: KR> Spitfire > > > > > > > When was the last time you saw a Spitfire fly over > > > your neighborhood? I just did. > > > Went for a walk and heard a plane approaching. > > > Civilian planes fly over our bases here all the time, > > > so I wasn't surprised, but did look because there was > > > just something about the sound. It was unmistakenly a > > > Spitfire! Flying West to East. Beautiful! > > > There are a fair number of Spits restored and flying > > > in Britain but it is a real treat to see one fly over > > > just out for a spin and enjoying a great plane on a > > > great day. > > > Thought you would like to know. > > > Frank > > > PS, KR, KR, KR. Okay, that's the KR part. > > > > > > Frank Ross, > > > EAA Chapter 35, > > > San Geronimo, TX > > > RAF Lakenheath, Suffolk, England, UK > > > Visit my photo album at: > > > http://photos.yahoo.com/alamokr2 > > > > > > > > > > > > > > > __ > > > Yahoo! Mail - PC Magazine Editors' Choice 2005 > > > http://mail.yahoo.com > > > > > > ___ > > > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > > > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > > > please see other KRnet info at http://www.krnet.org/info.html > > > > > >___ > >Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > >to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > >please see other KRnet info at http://www.krnet.org/info.html > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Spitfire
There is rumoured to be a pirate, unregistered and camoflaged Spitfire operating in the remote guts of Australia. It has been reported on many occasions but has never been tracked down or found by the authorities.it took them long enough to find a rebel Pawnee cropduster with a V8 Chev motor long before experimental came along in this country...and yes I do believe in bunyips and yetis. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Frank Ross" To: "KRnet" Sent: Monday, October 10, 2005 12:17 AM Subject: KR> Spitfire > When was the last time you saw a Spitfire fly over > your neighborhood? I just did. > Went for a walk and heard a plane approaching. > Civilian planes fly over our bases here all the time, > so I wasn't surprised, but did look because there was > just something about the sound. It was unmistakenly a > Spitfire! Flying West to East. Beautiful! > There are a fair number of Spits restored and flying > in Britain but it is a real treat to see one fly over > just out for a spin and enjoying a great plane on a > great day. > Thought you would like to know. > Frank > PS, KR, KR, KR. Okay, that's the KR part. > > Frank Ross, > EAA Chapter 35, > San Geronimo, TX > RAF Lakenheath, Suffolk, England, UK > Visit my photo album at: > http://photos.yahoo.com/alamokr2 > > > > > __ > Yahoo! Mail - PC Magazine Editors' Choice 2005 > http://mail.yahoo.com > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> Fly in coordinates
Hi folks Just thinking of flying over. Could someone please post the lat/longs of the Mount Vernon Fly In. I'm curious to find out how far it is from Coffs Harbour and whether I need to refuel. Have a great time you guys. Regards John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au
KR> Avgas/Mogas & Ellison
Another thing to watch out for is that the SG of Avgas and Auto Fuel differs. This means that the float level in bowl carbies alters and thus affects mixtures. Hence the requirement in the STCs for floats to be adjusted and jets to recalibrated. In my Weber the float difference is about 3.5 mm thus making the adjustments as indicated in the Weber manual for Auto fuel incorrect for Avgas. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Dan Heath" To: Sent: Saturday, August 20, 2005 8:06 AM Subject: Re: RE: KR> Avgas/Mogas & Ellison > Yea, I guess I should take this engine off and look for a core to start > building up. Who makes the motor mounts? And I guess I will have to re-do > the cowling and I sure hope that I still have room behind the engine for the > stuff that I already have on the firewall, like the battery and fuel filter > and pumps, or I will have to re-do all that, and I guess I will have to get > a new intake and exhaust, and I know this Ellison won't work with the big HP > Corvair, so I will have to get an EFS-3A. Wonder if I can get that done in > time for the Gathering next year Oh, and I wonder if my ignition system > will work or if I will have to replace all that also. > > Well, it is either that or haul Auto fuel to the airport and hope the > Ellison does not break or use AvGas and hope the engine does not break. > Maybe I can just get this engine re-worked to use AvGas or put on a Zenith > Carbie. > > Oh, what to do, what to do. I think I will just have to think on it for a > while > > See you in Mt. Vernon - 2005 - KR Gathering > See N64KR at http://KR-Builder.org - Then click on the pics > There is a time for building and a time for FLYING and the time for building > has expired. > Daniel R. Heath - Columbia, SC > ---Original Message--- > > From: Mark Langford > Date: 08/19/05 17:16:23 > To: Dan Heath > Subject: Re: RE: KR> Avgas/Mogas & Ellison > > > Now ain't that a catch22? > > I guess you'll have to put a Corvair in it! > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > -- > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> This mornings flight
Goin' good Mark. Guess that means you're happy with the bigger Ellison. Any idea of fuel consumption? John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Mark Jones" To: "KR Net" ; "Corvaircraft" Sent: Monday, August 22, 2005 3:03 AM Subject: KR> This mornings flight > This morning I headed out .
KR> This mornings flight
Thanks Mark Our two aircraft appear to be virtually identical in weight and have very similiar flight characteristics (thanks Orma for the spreadsheet). My fuel usage is around 22 litres/hour at 3200rpm which also matches you. You're a bloody copy cat :-) Have you flown two up yet? John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Mark Jones" To: "KRnet" Sent: Monday, August 22, 2005 10:28 PM Subject: RE: KR> This mornings flight > I am burning just shy of 6 GPH measured with a measuring stick prior to > flight and upon return. > > Mark Jones (N886MJ) > Wales, WI > Visit my web site: http://mywebpage.netscape.com/n886mj > Email: flyk...@wi.rr.com > > > -Original Message- > From: krnet-bounces+flykr2s=wi.rr@mylist.net > [mailto:krnet-bounces+flykr2s=wi.rr@mylist.net]On Behalf Of > Martindale Family > Sent: Sunday, August 21, 2005 10:36 PM > To: KRnet > Subject: Re: KR> This mornings flight > > > Goin' good Mark. Guess that means you're happy with the bigger Ellison. > Any > idea of fuel consumption? > > John > > The Martindale Family > 29 Jane Circuit > Toormina NSW 2452 > Australia > > ph: 61 2 66 584767 > email: johnja...@optusnet.com.au > - Original Message - > From: "Mark Jones" > To: "KR Net" ; "Corvaircraft" > > Sent: Monday, August 22, 2005 3:03 AM > Subject: KR> This mornings flight > > > > This morning I headed out . > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> WW holey cowling
Hi Mark I reckon I'm interested in those cowls from WW. They look good. Do you know of critical dimensions: - distance from firewall to front plate - thrust line below top longeron. I presume the firewall is stock RR plus a bit below for air exit per your design. I'll chat to WW about cost but freight out here is a real killer at present. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Mark Langford" To: "KRnet" Cc: Sent: Friday, July 22, 2005 12:01 PM Subject: KR> WW holey cowling > William Wynne asked me to post a few pictures of the cowling he's now selling to KR builders. This plug started out life as my cowling on Bill Clapps' plane, so it was already pretty straight. Straight not because it was my cowling (NOT), but because Bill is a body man and put 10 pounds of filler on my cowling shape to make his very nice one. Bill then added one of WW's Corvair nosebowls and blended it in to "my" cowling, and this cowling is the result. The Molds are made by an expert who usually makes composite helicoper parts. It's top quality. There are a couple of photos at > http://home.hiwaay.net/~langford/corvair/05072013m.jpg and > http://home.hiwaay.net/~langford/corvair/05072015m.jpg . > It's designed to use a Van's 13" RV spinner, which WW will true up for you on a fixture for a fee if you'll ship it to him. The cowling has an extra inch or two in all directions, so it'll actually work with a slightly longer prop hub than his, if you're that brave. Total weight is about 10.5 pounds. I don't know that he has decided on a price yet, but it sure helps if you're putting a Corvair on a KR. Molds are made and he can ship them almost immediately... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > -- > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> KR rudders
Orma The aircraft doesn't know it's in a crosswind because it is all relative once the wheels leave the ground. You should have your heading offset once airborne to maintain the track over the ground but the ball should always remain in the centre, ie., no additional rudder is needed. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Orma" To: "KRnet" Sent: Wednesday, July 13, 2005 10:39 AM Subject: KR> KR rudders > Hello Net > > Larry says "a well rigged KR flies best with your feet on the floor, not the rudder peddles" > > Gee Larry, I don't know about that. When I fly into or away from the wind, my feet can sit on the floor. If I am flying with a cross wind, I trim the rudder to relieve the pressure on my foot. It is the same with any plane that I have flown in a crosswind. Perhaps I am missing something. Could you explain? > > Orma > Southfield, MI > N110LR Tweety, old enough to drink this year > Flying and more flying, to the gathering or bust > http://www.kr-2.aviation-mechanics.com/ > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
KR> aileron counter weight
I used two pieces of 1/8" steel angle, bolted onto each other like a double L and taking the counterweight on one arm and clamping the aileron spar between them on the other. As long as would fit behind the rear spar. John Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au
KR> Working hard and getting nowhere
Hi Dan This probably sounds really obvious but have you got a good ground between the engine, its mount and the battery -ve terminal. John - Original Message - From: "Dan Heath" To: Sent: Sunday, June 19, 2005 10:35 AM Subject: KR> Working hard and getting nowhere > I have been fighting this problem for over three weeks now, so I am throwing > it out to you Netters
KR> Gear legs.
Hey Jeff Are they set at a steeper angle or are they thicker to take out some of the springiness? Must look like a KR on stilts or do you extend the tailwheel as well. John - Original Message - From: To: Sent: Monday, June 20, 2005 11:14 AM Subject: Re: KR> glide rato.. > 30" Diehl gear legs.
KR> Detonation as crank failure cause?
Hi Jeff The actual gyroscopic load total doesn't alter because the prop mass/diameter/speed doesn't change with distance. However, changing its arm (extension) would alter its distribution along the crank with the bearing acting as a pivot and could well move it into the same journal as one where harmonics are focussed as well. The total moments either side of the pivot must equal zero. John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnja...@optusnet.com.au - Original Message - From: "Jeff Scott" To: Sent: Wednesday, June 22, 2005 12:54 AM Subject: Re: KR> Detonation as crank failure cause? > > Detonation can certainly cause some bearing damage, but it would have to be quite severe and continuous to break a crank. I've torn down an engine subjected to severe and constant detonation (mistimed ignition timing due to a slipped harmonic balancer in a boat). It looked like someone had worked over the tops of the pistons with a ball peen hammer. The rod bearing damage was minimal, any damage to the mains was undecernable, and the crankshaft journals were all still within specs, although no longer perfectly round. Had it continued to run as it was, it would have pounded out the rod bearings and damaged the crank by flattening or otherwise trashing the rod journals first. > > Perhaps it's time to take into account the gyroscopic loads imposed by the spinning prop. The prop makes a great gyroscope out in front of the plane. Any change in direction is resisted by the gyroscopic effect of the prop and that load is transmitted as a bending moment to the prop hub. In the Corvair, there is only one small bearing in the front of the case taking that load. That bearing get's used like a fulcrum with second main countering the gyroscopic load from the prop. That works pretty well when you transmit that load through a solid shaft like aircraft engines and even the VW to some degree. However, in a Corvair, you are transmitting that load through the front two rod throws. The 90 degree break across the throw right next to the bearing journal indicates to me that the crank was being flexed with that type of load just as if you had bent it back and forth until it broke. The further you move the prop out from that bearing, the more it magnifies that load. That doesn't mean that the Corvair is a bad or dangerous engine. Only that you have to be mindful of it's design limitations and place the prop as close to the front bearing as possible to keep the gyroscopic loads transmitted to the crankshaft to a minimum. Also perfectly tracked and balanced, as well as light weight props would be in order. > > Ok, here's the disclaimer. I am a mechanic, not an engineer, so take my analysis with a grain of salt. It is also not my intention to throw rocks at anyone's plane or engine choice. My interest here lies strictly in the safety of my friends. > > -Jeff Scott > > > > -- "Mark Jones" wrote: > No one has mentioned anything about detonation of the engine as a factor in crank failure. Detonation causes undue stresses on a crank by creating a hammer like force generated from the piston through the rods to the crank. This hammer-like shock wave being imposed on the crank causes severe overloading. Detonation can destroy an engine very quickly. How many of the crank failure engines actually were subjected to detonation. The only one who has confessed to having detonation was Mark Langford and his was a brief period on departure per his post of June 10th. Just something else to think about. > > Mark Jones (N886MJ) > Wales, WI > Visit my web site: http://mywebpage.netscape.com/n886mj > Email: flyk...@wi.rr.com > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html