KR> Re: aluminum wing tanks
you'd think somebody somewhere would have some damaged pieces you could cut a section out of, I was unable to turn up any. Anyway, . -- Mark, I have seen Irrigation pipes at Farm Clearance sales. Phil Matheson SAAA Ch 20 http://www.philskr2.50megs.com/
KR> Taxi Tests WARNING !!!
Mark you beat me to it. BE WARNED. And be ready to fly. Phil Matheson SAAA Ch 20 http://www.philskr2.50megs.com/
KR> vortex gennies which make to get and best position
been through the archives what are people using which make and what is best position for these phil brookman uk
KR> KR-2s Has a gap
I have a gap all the way across the plane, which is just under 1 inch at it's widest point. --- AS it sounds from you above email, I would not be flying it as is. To much risk of the air flow ripping the canopy off., THAT would not be good. I would need to see a photo, but my canopy was glassed while sitting in place, and check Mark Lankford's web, for a very detailed version. (Thanks Mark.) Phil Matheson SAAA Ch 20 http://www.philskr2.50megs.com/
KR> canopy gap
At 08:44 PM 4/26/2010, you wrote: >I am concerned about the gap between the canopy and the body forward of the >canopy. I have a gap all the way across the plane, which is just under 1 >inch at it's widest point. > >Is this a common prolem? ++ NO, and I wouldn't fly it that way.. People have died when their canopy failed in flight ! Larry Flesner
KR> vortex gennies which make to get and best position
At 03:39 AM 4/27/2010, you wrote: >been through the archives what are people using > which make and what is best position for these >phil brookman uk + I don't remember ever seeing or hearing about a KR with vortex generators installed. Larry Flesner
KR> W&B, CG location
At 01:31 AM 4/27/2010, you wrote: >Thanks, Dan this is outstanding and I just did a preview. I can't imagine >why I would need any more info. With all the crap I've ran into with this >plane that was ready to fly, you just made my YEAR. Thanks again, Larry Larry and other builders, NEVER, EVER, NEVER use numbers from another KR to determine the W&B of your KR. Too many variables between airplanes like length of spinner, if that is used for datum point, length of engine mount, was wing location changed as in 2 inches added forward of the wing in the 2S, angle of seat back, etc, etc., etc. Remember, these are not Cessnas or Pipers build in jigs but each is a "one off" airplane. Each one must be treated as a one of a kind and measured and weighted as such. Nothing done to that point matters if the flying CG location is not correct. Larry Flesner
KR>Leading edge fuel tank
0n 4/21 there was a post titled "Introduction to Christo Theron, and a link to his builders page. If you have not seen his website I HIGHLY recommend it. In particular, his leading edge fuel tank and associated center tank is so good ,I can see it becoming one of the standard tanks on the KR2. If you haven't been there, here is a link to the outboard and center tanks on his webpage. I would call this a MUST SEE!!! http://www.masttotaalconcept.nl/kr2/html/outboard_fueltank.html http://www.masttotaalconcept.nl/kr2/html/center_fueltank.html BTW all: According to my CFI, 3-4 more weeks and its time for my check ride. Does everyone have their hardhats on??? -- Glenn Martin KR2 N1333A Biloxi, MS, 39532 rep...@martekmississippi.com
KR> W&B, CG location
Question for the "new wing" fliers. Was the CG location for the new wing determined and are measurements for the RAF48 and the new wing, in relation to lead edge and % of M.A.C. the same or did you use the dimensions for the RAF48? Larry Flesner
KR> Taxi Tests
>I don't believe I could taxi at your reported speed with no wings, and in >addition allow the tail wheel to get lightie: less noise..., I would >have liked to have been there. Rock on Additionally, there was a Corsair that got off the ground (briefly) with the wings folded during the Korean War and a SPAD (AD-#?) that tried to do the same in Vietnam. Allen G. Wiesner KR-2SS S/N 1118 T/D / CorvAIR 65 Franklin Street Ansonia, CT 06401-1240 203-732-0508 "It ain't over until the fat lady sings".
KR> Flight Manual for KR-2S
Rob Schmitt has a POH for a VW powered 2S at http://www.robert7721.com/ Dave Rudi Saint Joseph, MI KR2S building
KR> canopy gap
--- On Tue, 27/4/10, Larry&Sallie Flesner wrote: If the builder was happy with an inch gap on the canopy I think I would have a very very close look at the quality of the rest of the aircraft At 08:44 PM 4/26/2010, you wrote: >I am concerned about the gap between the canopy and the body forward of the >canopy. I have a gap all the way across the plane, which is just under 1 >inch at it's widest point. > >Is this a common prolem? ++ NO, and I wouldn't fly it that way.. People have died when their canopy failed in flight ! Larry Flesner ___ 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-2s Has a gap
Kirk sent me the photo to post. You can see it here: http://krnet.scottstanton.us/images/Kirk_Lacewell_gap.jpg I agree that I would not be flying with that gap. Scott Stanton Raleigh NC phillip matheson wrote: > I have a gap all the way across the plane, which is just under 1 inch at > it's widest point. > --- > AS it sounds from you above email, I would not be flying it as is. To much > risk of the air flow ripping the canopy off., THAT would not be good. > I would need to see a photo, but my canopy was glassed while sitting in > place, and check Mark Lankford's web, for a very detailed version. > > (Thanks Mark.) > > > Phil Matheson > SAAA Ch 20 > http://www.philskr2.50megs.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> KR-2s Has a gap
At 10:05 AM 4/27/2010, you wrote: >Kirk sent me the photo to post. You can see it here: >http://krnet.scottstanton.us/images/Kirk_Lacewell_gap.jpg > >I agree that I would not be flying with that gap. > >Scott Stanton ++ I can't imagine even an incompetent inspector signing that off !!! I'd glass that over leaving an approximate 1/8" ridge on the forward deck at the canopy lead edge with a rubber seal on the canopy lead edge. Others may have a better idea. Larry Flesner
KR> Canopy seal
Assuming I pass my check ride 1st out, and given a two week break to relax and catch my breath, i will begin rebuilding N1333A in about 6 weeks. I really don't like the noise produced by door gap leakage in a car, much less an airplane. I intend to rebuild the canopy and fuselage as car doors are done, with a routed gap to guide water away from the interior and an automotive door seal to keep me warm, dry and quieter. Any tips? BTW..do you get the feeling I really HAVE been working on my KR-Wish list all this time? -- Glenn Martin N1333A Biloxi, MS, 39532 rep...@martekmississippi.com
KR> W&B, CG location
Thanks Larry what I needed was the format. I am just now working out the points and positions for things like the battery. la...@lebanair.com -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Larry&Sallie Flesner Sent: Tuesday, April 27, 2010 5:48 AM To: KRnet Subject: KR> W&B, CG location At 01:31 AM 4/27/2010, you wrote: >Thanks, Dan this is outstanding and I just did a preview. I can't imagine >why I would need any more info. With all the crap I've ran into with this >plane that was ready to fly, you just made my YEAR. Thanks again, Larry Larry and other builders, NEVER, EVER, NEVER use numbers from another KR to determine the W&B of your KR. Too many variables between airplanes like length of spinner, if that is used for datum point, length of engine mount, was wing location changed as in 2 inches added forward of the wing in the 2S, angle of seat back, etc, etc., etc. Remember, these are not Cessnas or Pipers build in jigs but each is a "one off" airplane. Each one must be treated as a one of a kind and measured and weighted as such. Nothing done to that point matters if the flying CG location is not correct. Larry Flesner ___ 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> W&B, CG location
Spring has sprung! The grass is ris! I have two flying KR-2 models available to any hearty fellow who is looking to cut to the chase and get flying. Let me know if this is interesting to you, off line, at the address below. Eastern North America, over the St Croix River and you're almost there. We'll make a deal you'll be happy with, for sure. Best Jim James E. Sellars, B.A., (Econ.), CFP International Financial Planner Keybase Financial Group Inc. 120 Queen St, Moncton, N.-B. Canada E1C-1K7 Phone: (506) 856-7977 | Fax: (506) 859-8504 Email: jsell...@wealthmanagementcanada.com jsell...@keybase.com Web: www.WealthManagementCanada.com -Original Message- From: Larry Knox [mailto:la...@lebanair.com] Sent: April 27, 2010 11:21 AM To: 'KRnet' Subject: RE: KR> W&B, CG location Thanks Larry what I needed was the format. I am just now working out the points and positions for things like the battery. la...@lebanair.com -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Larry&Sallie Flesner Sent: Tuesday, April 27, 2010 5:48 AM To: KRnet Subject: KR> W&B, CG location At 01:31 AM 4/27/2010, you wrote: >Thanks, Dan this is outstanding and I just did a preview. I can't imagine >why I would need any more info. With all the crap I've ran into with this >plane that was ready to fly, you just made my YEAR. Thanks again, Larry Larry and other builders, NEVER, EVER, NEVER use numbers from another KR to determine the W&B of your KR. Too many variables between airplanes like length of spinner, if that is used for datum point, length of engine mount, was wing location changed as in 2 inches added forward of the wing in the 2S, angle of seat back, etc, etc., etc. Remember, these are not Cessnas or Pipers build in jigs but each is a "one off" airplane. Each one must be treated as a one of a kind and measured and weighted as such. Nothing done to that point matters if the flying CG location is not correct. Larry Flesner ___ 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 The information in this Keybase e-mail is confidential and may be privileged. Any use or disclosure of this e-mail by anyone other than the intended recipient is unauthorized. If you are not the intended recipient, please delete this e-mail and notify us by reply e-mail.
KR> to Christo Theron
> > >http://www.masttotaalconcept.nl/kr2/html/outboard_fueltank.html > >http://www.masttotaalconcept.nl/kr2/html/center_fueltank.html + With no gravity feed, what fuel pump setup are you planning to install? Larry Flesner
KR> Backfiring at idle/slow speeds
In a post on April 26th Mark Jones said: Consider yourself being warned. A KR with no wings attached CAN and WILL become airborne. The advice is well taken and as a result I won't be going that fast again without wings, and as the old saying goes: "Even a barn door will fly at the right speed and at the correct angle of attack." Now back to my original question about the backfiring/timing problem. Can anyone help with that? That's what I really need to have some information on. I'm sure others have encountered the same problem. How did they solve them? This is an 1835 cc. engine with single port heads firing one set of plugs on a slick mag and the other on Great Planes electronic ignition backfiring at idle to slow speeds. What's causing it? C'mon guys, chip in here if you will, I need some advice. Thanks, Neal Hornung lt1corve...@earthlink.net EarthLink Revolves Around You.
KR> Backfiring at idle/slow speeds
I am familiar with the engine as I have one in my shop that has since been converted to a 1915. Backfiring can be caused by running too lean, and probably by a timing that is too advanced. Your engine should run at the same, or nearly the same RPM, with either ignition, on and the other off. If it doesn't, one or both of them is not at the correct advance. My current engine is a 2276, that started life as a GPASC 2180 that I was running at 28 advance. I first set my mag, and if you don't know how to do that, get one of your friends who has a mag driven ignition and get them to help you. I found an A&P who is a member of our chapter and got him to check behind me to make sure that I had it right. Make sure that the engine runs properly on the mag only. Then set the electronic, and do the one on, one off test. You will only be able to record the RPM on one of the ignitions, so you will have to listen carefully for any difference when you turn that one off. On mine it records on the MAG and not on the electronic. If the engine dies when you turn one of them off, don't panic until you check to be sure that you remembered to turn the other one back on. When I went to the 2276, I had to drop the timing advance from 28 to 25 due to overheating problems, which are to be expected. When I did that, I got the un-expected benefit of a lower and more smooth idle. Mine will idle between 650 and 700. I think that anything 650 to 800 is good, don't try to get it below 650. AND, if you want to taxi without the wings on, stay off the runway. I won't tell you how I know, but I am sure you can guess. See N64KR at http://KRBuilder.org - Then click on the pics See you at the 2010 - KR Gathering in Richmond, Ky - I39 There is a time for building and a time for FLYING and the time for Flying has begun. Daniel R. Heath - Lexington, SC -Original Message- Now back to my original question about the backfiring/timing problem. Can anyone help with that? That's what I really need to have some information on. I'm sure others have encountered the same problem. C'mon guys, chip in here if you will, I need some advice.
KR> Vortex generators
> "I don't remember ever seeing or hearing about a KR with vortex generators installed." Ken Cottle put them on his (Sam Bailey built) KR-1 and says they do a good job. I can't remember if he said he lost anything on the top end but I've heard you can expect a small amount of drag loss. Mike KSEE 3.44% APR - Refinance Now $200,000 Mortgage for $898/Month! No Hidden Fees. Refi & Save w/DPR! http://thirdpartyoffers.juno.com/TGL3141/4bd761dfa0c7a548b8m04vuc
KR> Backfiring at idle/slow speeds
The ignition timing and fuel mixture would be a very good place to start. Is the throttle closing off, back to idle, or hanging open slightly? Phil Matheson SAAA Ch 20 http://www.philskr2.50megs.com/
KR> Vortex generators
Hey folks, I have one of the Sam Bailey KR-1's and it does not have vortex generators. Marc B. East Los Angeles From: "laser...@juno.com" To: kr...@mylist.net Sent: Tue, April 27, 2010 3:13:33 PM Subject: KR> Vortex generators > "I don't remember ever seeing or hearing about a KR with vortex generators installed." Ken Cottle put them on his (Sam Bailey built) KR-1 and says they do a good job. I can't remember if he said he lost anything on the top end but I've heard you can expect a small amount of drag loss. Mike KSEE 3.44% APR - Refinance Now $200,000 Mortgage for $898/Month! No Hidden Fees. Refi & Save w/DPR! http://thirdpartyoffers.juno.com/TGL3141/4bd761dfa0c7a548b8m04vuc ___ 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> Backfiring at idle/slow speeds
Neil Hornung wrote: >Now back to my original question about the backfiring/timing problem. Can >anyone help with that? First make absolutely sure the electronic ignition is set to fire where it's supposed to, which means make sure you know where 28 degrees is with respect to TDC, and that includes checking for TDC through the spark plug hole. Then do the same with the mag, making sure it's right on the money at full advance. Then spend some time making sure there are no vacuum leaks in the intake system, which are indicated anytime it pops at idle but smooths out at higher rpm. Since it seems to run without popping when running on the mag , I'd then turn off the electronic ignition to take it out of the equation and work through the initial setup procedure for the idle circuit per the instructions for that carb. I don't know if that carb has a separate idle jet or adjustment, but that being clogged or misadjusted is another real possibility. That thing is so simple that blowing out any passages with air would be a good idea before you even start with the setup. Eventually you'll get there, but you need to slay one dragon at a time and ascertain that one situation is definitely correct before moving on to the next. Mark Langford N56ML "at" hiwaay.net website at http://www.N56ML.com
KR> VW electronic and magneto timing (was Taxi Tests)
Hi Neal I have a 2000cc VW with the same configuration in a motor glider, top set of plugs on a slick magneto and the bottom set (automotive plugs) fires off of the Bosch electronic ignition and it idles smooth as silk with both set to 28 degrees. I seem to recall that the slick magneto is set to 28 degrees as well. There is no mechanical advance in the slick magneto, just an impulse coupling. The impulse coupling is what makes the clicking noise when you wind the engine over by hand. The impulse coupling retards the timing when the revs are below about 500 rpm (cranking speed). Now it is real important to have the timing for both at 28 degrees because if one fires before the other then the first one to fire is the engine timing as the fuel burn in the cylinder has occurred, the second plug's energy is wasted. Now to your back firing. I would say that the timing for the electronic ignition is more advanced than you think because at idle, 800 rpm, both ignition systems should be at 28 degrees. Also the difference between running on any one ignition and both is only about 100 rpm when at 2000 rpm There should not be any "lighting a rocket in the cylinders" performance improvements. I set the timing on the magneto as per http://www.pa18.de/Technik/Slick.pdf and then set the electronic with a timing light when running at idle and then check at 2000 rpm (though the rpm makes no difference). Other things that can affect the magneto, is the rotor timing inside the slick magneto. I have found one where the rotor was retarded by one tooth. The engine ran perfect up to 2400 rpm and then missed under load. This is not picked up during normal run ups as they are done at 2000 rpm. I picked it up when the I forgot to turn the electronic ignition on after a shutdown during flight. Now during test flights of aircraft I test each ignition system when at full throttle and under load in a climb to ensure they work correctly. Hope this helps Barry Kruyssen k...@bigpond.com Australia -Original Message- I have an 1835cc VW with a Rev-Flow carburetor. The engine fires the top set of plugs on a slick magneto and the bottom set (automotive plugs) fires off of the electronic ignition from Great Planes. The electronic ignition is preset to 28 degrees before top dead center as was recommended in the setup instructions. That's of course why it's not started using the electronic ignition. The engine is started using the mag with it's mechanical advance and once it's running the electronic is switched on using a switch on the instrument panel. When it's switched on, it's like lighting a rocket in the cylinders as the engine really picks up power, I'm sure due to the hotter spark of the electronic ignition. My problem is in getting the engine to idle correctly. With the electronic ignition turned on, the engine backfires some during slow taxi (at this point there shouldn't be any other kind, right?) and I believe it's due to the preset timing of the electronic ignition firing too soon for the slow speed of the engine. If I taxi out using only the mag it seems to idle slowly at a lower RPM but this does seem to load up the automotive plugs so that when the electronic ignition is finally turned on it takes a few seconds to clear the plugs. I've had it stall several times at idle but I think that I just need to preset the throttle slide open a little more, as it might be set so it's too far closed and cuts off the air flow when the throttle is all the way closed. This is with the mixture set at full rich by the way. I need some thoughts on how to get this to fire evenly with the electronic ignition on at idle. Does the timing need to be decreased some? I believe I can conquer the idle problem just by readjusting the slide in the carb a little but I'm puzzled on the backfiring at idle. Once on the runway when I roll in the throttle, it really accelerates quickly and is smooth running.
KR> W&B, CG location
I as asked that by an Aviation Magazine writer recently, replied> dunno? - Original Message - Question for the "new wing" fliers. Was the CG location for the new wing determined and are measurements for the RAF48 and the new wing, in relation to lead edge and % of M.A.C. the same or did you use the dimensions for the RAF48? Larry Flesner ___ 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> to Christo Theron is stef den boer
I have sent à replay to christo. And say to him check my site, because he want to extent the fuselage. I have at our site à good compilation how to do it. And yes there is also the building of my fuel tanks. And now the reaction of your question. We put one facet elektrical fuel pump in the stubwing and have one engine driven fuel pump. No reteurn or check valves. Just the basic thing, I think it is enough. If you have ather ideas let me know. We are nog finished so wd can modify the fuel system. Tanks stef den boer Stef and Ted are building the KR-2S see http://www.masttotaalconcept.nl/kr2 -Oorspronkelijk bericht- Van: krnet-boun...@mylist.net namens Larry&Sallie Flesner Verzonden: di 27-4-2010 19:27 Aan: KRnet Onderwerp: KR> to Christo Theron > > >http://www.masttotaalconcept.nl/kr2/html/outboard_fueltank.html > >http://www.masttotaalconcept.nl/kr2/html/center_fueltank.html + With no gravity feed, what fuel pump setup are you planning to install? Larry Flesner ___ 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> to Christo Theron is stef den boer
At 06:57 PM 4/27/2010, you wrote: >We put one facet elektrical fuel pump in the stubwing and have one >engine driven fuel pump. No reteurn or check valves. Just the basic >thing, I think it is enough. If you have ather ideas let me know. We >are nog finished so wd can modify the fuel system. >Tanks stef den boer That should be antiquate. I have wing tanks only, no gravity feed, and no engine driven pump. I use 2 electric pumps, in parallel, and can pump from either or both tanks with either or both pumps. I installed a complete backup electrical system for the pumps with a very small backup battery. It saved me and the airplane at 10 hours in to test flights when I lost my master buss due to a bad connection. I brought the backup on line and the engine never missed a beat. The system has worked without a problem for 350 hours now. My only caution would be to insure that the carb can handle the pressure of the boost pump. It may be necessary to install a pressure regulator in line. My low pressure pumps indicated a marginally high pressure on the gauge so I installed a regulator in line and set it to the recommended pressure for the carb. No problems. Larry Flesner
KR> to Christo Theron
Larry&Sallie Flesner wrote: >> http://www.masttotaalconcept.nl/kr2/html/outboard_fueltank.html >> >> http://www.masttotaalconcept.nl/kr2/html/center_fueltank.html >> > + > > With no gravity feed, what fuel pump setup are you planning to install? > > Larry Flesner > > > ___ > 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 > > I was pretty well satisfied with the concept of using the Great Plains 1821 with a stock VW mechanical fuel pump on an 1835 VW based. Simple and reliable. -- Glenn Martin N1333A Biloxi, MS, 39532 rep...@martekmississippi.com
KR> W&B, CG location
Larry asked: > Question for the "new wing" fliers. Was the CG location for the new > wing determined and are measurements for the RAF48 and the new wing, > in relation to lead edge and % of M.A.C. the same or did you use the > dimensions for the RAF48? Everything essential to understanding the new wing can be found here: http://www.krnet.org/as504x/ On that site Mark's comments on Troy Petteway's replacement of the RAF48 wings with AS504X on his airplane indicates that the CG remained exactly the same. Obviously, so did the spar spacing and placement on the airframe so to answer the question indirectly, I believe one of the design goals for the new wing was to maintain the same structural geometry and CG envelope and there are enough examples now flying with the new wing to confirm that that is the case. Mark could tell us more about the aft 2" of the published KR center of gravity envelope with the RAF48. Most builders consider those last aft inches to be "no fly" loading. Oscar Zuniga Flying Squirrel N2069Z Air Camper NX41CC San Antonio, TX mailto: taildr...@hotmail.com website at http://www.flysquirrel.net
KR> west system epoxy
Hey fellow KR's, How can I tell if my west system epoxy is any good anymore? It has the pumps on it since it was first opened. David Swanson
KR> west system epoxy
David Swanson asked How can I tell if my west system epoxy is any good anymore? It has the pumps on it since it was first opened. << David I would suggest the simplest way is to mix up a test batch, glue a couple of test blocks together then test them to failure after the glue has gone off. If the pumps are old and full of residue I would order a couple of new ones from your West system supplier otherwise make sure you remove any residue from the pumps before using them. I also always make sure the pump is fully primed by giving it a pump to clear out whatever has been sitting in the tubes before using it as well if it has been sittign for a while. I haven't been able to find any reference in the West Systems doco on the life of an open container of resin or hardener but If you have any doubts about the state of the product then bin it and buy some more. Glue is relatively cheap when compared to your life. Gavin Magill Auckland New Zealand
KR> Re: tubular wing tanks
in my experience PVC is not a good male mold. Hard to separate. Cardboard shipping tubes on the other hand are perfect. Once Composite sets, a few minute soak in a bath tub, and the tube separates and peals off. "Forgive me if this is an ignorant idea, but has anyone considered laying up fiberglass tube tanks using PVC pipe as a male mold? Edward Spyker"
KR> advice
I want to use 5 oz carbon fiber mesh for the entire skin of my kr2 project including the boat I'm not using plywood for that like the plans call for I will put a layer on both sides will that be enough or do I need to put 2 layers on both sides? and will 1 layer on the inside and 1 layer on the out side enough for the wings? thank for any advice
KR> W&B, CG location
Larry Flesner wrote: > Question for the "new wing" fliers. Was the CG location for the new > wing determined and are measurements for the RAF48 and the new wing, > in relation to lead edge and % of M.A.C. the same or did you use the > dimensions for the RAF48? The new airfoil was plopped right on top of the existing spars in pretty much the same location, since the %MAC, Cm, and other numbers were pretty close to the RAF48. CG location should be close enough for KR work... Mark Langford n5...@hiwaay.net website www.n56ml.com
KR>Leading edge fuel tank
> and center tanks on his webpage. I would call this a MUST SEE!!! > > http://www.masttotaalconcept.nl/kr2/html/outboard_fueltank.html > > http://www.masttotaalconcept.nl/kr2/html/center_fueltank.html WOW! What incredible workmanship, and great photography too. It just makes me sick : ) Mark Langford n5...@hiwaay.net website www.n56ml.com
KR> Vortex generators
> "I have one of the Sam Bailey KR-1's and it does not have vortex generators." Sam Bailey built three. You've got one, another is in Sam's home town museum in Kansas, and Ken has the third. Ken put vortex generators on his and likes the benefit he gets at high angles of attack. Mike KSEE 2550% Penny Stock Gains? Our last pick exploded 2550% - Join our newsletter for free picks! http://thirdpartyoffers.juno.com/TGL3141/4bd7d65eac14757340m04vuc
