KR> laser level advice

[Tim]

Bad thing about laser's is, if your' starting point ain't plumb level> 
further out everthing goes to shite..I built my 1st hanger using a water 
level (garden house with aftermarket clear tube on ends, food coloring & a 
bit of dish soap to git rid of water tensionlike fillet in a weld 
[lookingcross section]

CldLk-Tim

- Original Message - 
From: "Patrick and Robin Russo" 
To: "KRnet" 
Sent: Tuesday, October 12, 2010 11:51 AM
Subject: Re: KR> laser level advice


It is unlikely that you will need a laser level for anything.
- Original Message - 
From: "Craig Williams" 
To: 
Sent: Tuesday, October 12, 2010 1:01 PM
Subject: KR> laser level advice


> Help
>
> Ok I am starting to accumulate tools for my build and I need advise on a
> laser
> level.  Looks like a handy tool but what features do I need.  Is there one
> out
> there for under $150 that does everything I will need it to do.
>
> Thanks
> Craig
> www.kr2seafury.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
>


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KR> kr2 accident (long) with the facts

[Jim Morehead]

Netters,
 
To answer the question on my collapsed news gear.  It was a standard Diehl 
metal nose gear that was  sold for the VW powered standard KR.  
 
It really survived the first hard hit but the second hit was much harder.  It 
bent just below the upper socket that it fits into.,  Also it bent back about 
half way down the gear leg.  We slid down the runway on the lower bend and 
almost ware through it.  The nose wheel turned 180 degrees after we went off 
the pavement and into the dirt.  It sheared off the nose gear stops that were 
to keep it from going to far around.
 
There isn't any damage to the tire, wheel, the aluminum casting or the fire 
wall.  I'm impressed with how strong the wooden KR fuselage is!
 
The Diehl gear comes with a socket fitting that bolts to the firewall and also 
to the lower motor mount.  It doesn't show any damage.  The only damage to the 
(home made) motor mount is from the acid that ran out of the battery vent tube. 
and messed up my paint job job on the motor mount. 
 
The vertical tail was snapped off.  I have removed the elevator and carved out 
the two spars.  I have enough foam  to make the new vertical and rudder. After 
I get my Spruce order I will get on it.
 
David Goodman's E-mail with the pictures of my KR gives you a good look ot the 
bent nose gear.
 
 
Be safe everone,
 
Jim Morehead
N522PC (will fly again!)
 
 
 
 --- On Tue, 10/12/10, David Goodman  wrote:


From: David Goodman 
Subject: RE: KR> kr2 accident (long) with the facts
To: "'KRnet'" 
List-Post: krnet@list.krnet.org
Date: Tuesday, October 12, 2010, 3:14 PM


KrNetters,

Ted wrote:

Could you elaborate on the nose gear that collapsed?  Where did it fail?
Whose nose gear was it? Diehl?  He has two, a standard and a Corvair version
(don't know the difference). Do any recommendations come out of this
incident regarding the mounting of the nose gear?

Jim Morehead was the builder of this plane, so he final authority on the
nose gear.  It appeared to me to be a standard (VW) Diehl system.

As far as where it folded, you can take a look at link
http://sites.google.com/a/wildblue.net/goodmans/Home/2010-kr2-mishap.
There is a good photo from the side of just the nose gear located there.

We hit extremely hard on the nose on the first bounce.  I could not tell you
how hard the second hit was compared to the first, as my eyes were
completely uncaged for about one second after the first impact.  What I can
tell you is the gear did not shatter until after the second impact
nose-first of the plane onto the runway.  I know this because though my eyes
were uncaged I could still see the prop shatter on the second hit.

That the landing gear withstood the first impact is a testimony to the Diehl
gear's solid design.

Having nose-planted my own plane three years ago on a Corvair-weight gear
(which bent, but did not fail) and last year taking that same strut
off-roading at 35 KTS off a runway in California the Diehl gear is superb.
In both my excursions outside the norm I took the strut to a muffler shop
and had it bent back out ~15 degrees or so... good as new.

A safety plug (again) for those new to the plane.  My own first bent strut
came from an inadvertent takeoff during high speed taxi.  I pushed the nose
over (1/16 to 1/4 inch stick forward) and came crashing down on the nose.
The second came on a landing in very rough weather and one of my brake
pistons failed.  Not able to stop, I bled as much speed off as I could
before the end of the runway.  Nothing I could do about it, but the strut
held again, though I dug a good sized furrow with the nose tire in the soft
dirt.

Sorry for the long answer.  If you need more data, let me know and I can
e-mail you privately.

IHS,

David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com


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KR> first annual "Wicks Forum" experience

[Mark Langford]

NetHeads,

On Saturday, Larry Flesner and I flew up to Wicks Aircraft for their first 
annual Wicks Forum.  It was well worth the auto fuel to meet Rod Hightower, 
among other things.  See http://www.n56ml.com/wicks/ for a few details...

Mark Langford
n5...@hiwaay.net
KR2S website at http://www.N56ML.com 

KR> Builders in Ireland

[Glenda McElwee]

Could any KR2 Builders in Ireland please contact me off the net.

Thanks,
Glenda


Glenda McElwee CFI

www.AwesomeTrvl.com

KI4RDQ - General Class

N51GL - in progress

Corvair powered KR2

exp_aviat...@lists.awesometrvl.com

KR> laser level advice

[Larry Flesner]

>
>
>Ok I am starting to accumulate tools for my build and I need advise 
>on a laser
>level.
>Craig
+++

I agree with the others.  Skip the laser level.  If you have money to 
spend, I'd suggest getting a digital level, preferably one that reads 
to 1/10 degrees.  It doesn't need to be quite that accurate but you 
will want it to read less than 1 degree in scale.  You will use it 
many times during you project as in setting the spars, building the 
wings, setting control surface travel, etc...

Spend your money wisely.  Your project will cost at least 50% more 
than your original estimate. :-)

Larry Flesner

KR> kr2 accident (long) with the facts

[David Goodman]

KrNetters,

Ted wrote:

Could you elaborate on the nose gear that collapsed?  Where did it fail?
Whose nose gear was it? Diehl?  He has two, a standard and a Corvair version
(don't know the difference). Do any recommendations come out of this
incident regarding the mounting of the nose gear?

Jim Morehead was the builder of this plane, so he final authority on the
nose gear.  It appeared to me to be a standard (VW) Diehl system.

As far as where it folded, you can take a look at link
http://sites.google.com/a/wildblue.net/goodmans/Home/2010-kr2-mishap.
There is a good photo from the side of just the nose gear located there.

We hit extremely hard on the nose on the first bounce.  I could not tell you
how hard the second hit was compared to the first, as my eyes were
completely uncaged for about one second after the first impact.  What I can
tell you is the gear did not shatter until after the second impact
nose-first of the plane onto the runway.  I know this because though my eyes
were uncaged I could still see the prop shatter on the second hit.

That the landing gear withstood the first impact is a testimony to the Diehl
gear's solid design.

Having nose-planted my own plane three years ago on a Corvair-weight gear
(which bent, but did not fail) and last year taking that same strut
off-roading at 35 KTS off a runway in California the Diehl gear is superb.
In both my excursions outside the norm I took the strut to a muffler shop
and had it bent back out ~15 degrees or so... good as new.

A safety plug (again) for those new to the plane.  My own first bent strut
came from an inadvertent takeoff during high speed taxi.  I pushed the nose
over (1/16 to 1/4 inch stick forward) and came crashing down on the nose.
The second came on a landing in very rough weather and one of my brake
pistons failed.  Not able to stop, I bled as much speed off as I could
before the end of the runway.  Nothing I could do about it, but the strut
held again, though I dug a good sized furrow with the nose tire in the soft
dirt.

Sorry for the long answer.  If you need more data, let me know and I can
e-mail you privately.

IHS,

David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com

KR> kr2 accident (long) with the facts

[Ted Sanders]

David,

Could you elaborate on the nose gear that collapsed?  Where did it fail?
Whose nose gear was it? Diehl?  He has two, a standard and a Corvair version
(don't know the difference). Do any recommendations come out of this
incident regarding the mounting of the nose gear?  My questions are
innocent, I know that if you land on the mains and then settle on the nose
gear you will be fine.

Thanks

On Mon, Oct 11, 2010 at 9:43 AM, David Goodman <
dgood...@verticalavionics.com> wrote:

> Guys,
>
> I was in this airplane when it crashed.  If you want to know what happened
> you are NOT going to find it in the pixels of an NTSB or FAA report.  If
> fact relying on either an FAA or NTSB report for details on anything other
> than a commercial or high interest (national media coverage) mishap is a
> colossal mistake.
>
> Facts everyone needs to know about this mishap, mishap investigations, and
> the KR2 in general.
>
> - The current NTSB report is a PRELIMINARY REPORT.  It says so right in the
> first box.  Most of the information they used was given to them by me, from
> the back of an ambulance enroute to UC Davis Medical Center 30 minutes
> after
> the mishap.
>
> If you contact the NTSB about a mishap, they will go down a 40 question
> form
> with you.  It is amazing how many facts I gave them they either got wrong,
> or chose to word incorrectly.  We will have to wait and see what the final
> report says, but so far, more than half of the "facts" in the PRELIMINARY
> REPORT are simply incorrect.
>
> Understand something about the NTSB.  They took my phone call, got a
> statement from Jim (PIC), looked at the plane for less than 45 minutes, and
> wrote a preliminary report.  The NTSB does not "investigate" mishaps of
> this
> nature other than to assess if they need to investigate it.  Since there
> was
> no indication of failure of the aircraft (controls, engine, linkages) and
> no
> fatality (thankfully) they neither care nor desire to spend any more time
> on
> such mishaps.  No threat to the public, no media interest nationally, no
> further involvement or brain power expended by them.  They have other,
> better, ways of maximizing the consumption of your taxpayer dollars.
>
> As a military trained and experienced mishap investigator I can tell you
> the
> amount of time spent on a mishap scene is directly reflected in the
> accuracy
> of the report of findings.  Do not hang your hat, or your biases, on a
> "report" that has so little time invested in investigation.  Just analyzing
> what happened to the nose strut should have taken more time than the NTSB
> spent total, if one wants to actually know what happened.  A trained mishap
> investigator can tell you what angle the plane impacted in pitch and roll,
> what the vertical vector into the ground was (which will give the plane's
> airspeed), and a host of other information, just from the nose strut.  45
> minutes total at the scene?  Translating this statement to other KR
> mishaps:
> They may get parts of a given mishap correct and they may be enroute to
> Pluto or points beyond on others.  Do not define your opinions by these
> reports.
>
> - There was nothing twitchy or overly sensitive about Jim's plane.  It was
> a
> well balanced, solid-responding plane.  I had more hours in it than anyone
> else (12.1) and I had zero problem with the flight characteristics of this
> aircraft.  If there had been any issues with it handling qualities, my
> logbook would have reflected a .1 total time in flight, just enough time to
> circle to land and walk away.  The plane responded to the inputs it
> received.  Jim's craftsmanship was very evident in how this plane flew.
>
> The KR design is responsive, not sensitive.  This may seem like semantics,
> but there is a very big difference.  Most people are used to flying
> aircraft
> with the responsiveness of a 18-wheeler, i.e., a Cessna 150 or Piper 140.
> These planes are totally forgiving of pilot errors because they are trainer
> airplanes.  The KR pedigree does not behave this way.  Simply put, if you
> fly a KR with the same heavy handedness most pilots fly with, you are going
> for Mr. Toad's wild ride.
>
> I flew with two other pilots in Jim's KR, once each in the left and right
> seat.  One was an ATP, the other a commercial pilot.  Neither chose to fly
> in the plane again.  Both made some of the classic mistakes new pilots to
> the KR make, and it was "exciting" to be in the right seat with both of
> them.  The intent was they would finish the test phase of flying the plane,
> but they declined.  The ATP pilot actually told someone this was the only
> plane he had ever flown that scared him, an unfortunate observation, but
> not
> a knock against the KR.  His comfort level remains in 18-wheelers.
>
> Before anyone flies the KR for the first time alone it is my STRONG opinion
> they need to fly with someone else in a KR first.  I also submit one should
> spend some time talking to someone who knows a 

KR> (no subject)

[Larry H.]

KR2 still in the unopened original box. It needs an engine. Asking $ 2,500.00 
Mrs Robert W Bargo. 1125 Yearsly Drive, Dover, DE 19902 (302) 674-2437

I saw this ad in a local eaa chapter newsletter. Thought someone might be 
interested.
Larry H.

KR> laser level advice

[Patrick and Robin Russo]

It is unlikely that you will need a laser level for anything.
- Original Message - 
From: "Craig Williams" 
To: 
Sent: Tuesday, October 12, 2010 1:01 PM
Subject: KR> laser level advice


> Help
>
> Ok I am starting to accumulate tools for my build and I need advise on a 
> laser
> level.  Looks like a handy tool but what features do I need.  Is there one 
> out
> there for under $150 that does everything I will need it to do.
>
> Thanks
> Craig
> www.kr2seafury.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> laser level advice

[David Goodman]

Craig wrote:

Is there one (a laser level) out there for under $150 that does everything I
will need it to do?

Craig,

If you have the money to burn, a laser level might not be a bad item to
have.  It is not needed to make a straight KR though.  The vertical tail on
my plane was done with a plumb bob from the ceiling and a bubble level and
it is less than 1/4-degree off perfectly upright.  Even that level of
accuracy is certainly not needed for a KR, as heat, humidity, and air loads
in flight are going to distort the alignment constantly.

One might use a laser to align the wheels, but I used chalk, string, and
angled aluminum and my wheel alignment is quite acceptable.

There will be plenty of things to spend money on down the road, for the
engine, fuel system, and cockpit.  My recommendation is to hold on to your
hard-earned cash until then.

IHS,

David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com

KR> aileron linkage

[Fred Johnson]

My Acro Sport had bent pushrods like you are describing so they would clear
the bottom of the rear spar. To me the linkage rod off the bellcrank could
have been made slightly longer so you would have had a straight pushrod
though

Fred Johnson
Reno, NV




Larry wrote:

I have seen a couple of KRs where this linkage (the rod) was bent to
accomodate 
the proper angle for that plane. I am not saying that this is the best thing
to 
do, just saying that I have seen that done before.
I am not sure if it matters, but I don't think I would bend mine unless it
was 
absolutely necessary. Mark is right, usually this linkage is about 6 inches
long 
on a plans built system.

KR> aileron linkage

[Larry H.]

I have seen a couple of KRs where this linkage (the rod) was bent to accomodate 
the proper angle for that plane. I am not saying that this is the best thing to 
do, just saying that I have seen that done before.
I am not sure if it matters, but I don't think I would bend mine unless it was 
absolutely necessary. Mark is right, usually this linkage is about 6 inches 
long 
on a plans built system.
Larry H.





From: Mark Langford n5...@hiwaay.net


Since the rod was aluminum, it might have been 1/4-28 threads, now that I 
think about it.  Somebody's probably got a pair of these somewhere...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com

KR> laser level advice

[Craig Williams]

Help

Ok I am starting to accumulate tools for my build and I need advise on a laser 
level.  Looks like a handy tool but what features do I need.  Is there one out 
there for under $150 that does everything I will need it to do.

Thanks
Craig
www.kr2seafury.com

KR> aileron linkage

[Mark Langford]

> I'll go one better, what about these?
>
> http://www.mcmaster.com/#rod-ends/=98sk3x

Since the rod was aluminum, it might have been 1/4-28 threads, now that I 
think about it.  Somebody's probably got a pair of these somewhere...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com

KR> aileron linkage

[Fred Johnson]

I'll go one better, what about these?

http://www.mcmaster.com/#rod-ends/=98sk3x

they have right and left hand threads so one simply turns it to adjust the
proper alignment of the ailerons. Granted, it would need to use 1/4 rod
bearings, but if you use the aluminum ones they sell, you are saving even
more weight.

Just a thought

Fred Johnson
Reno, NV



Mark L wrote:

The short answer to your question is 6061-T6 aluminum.

I'm not really qualified to answer this, since my ailerons are completely 
different from what the plans call for, but at the time I built my plane, 
Rand Robinson was selling what looked like a short linkage with rod end 
bearings on each end (and I think the housings on those were aluminum), 
joined by a short aluminum rod that was threaded 3/16 on each end.  The 
whole thing was maybe 5" (that's probably in the plans), it was very light, 
and was almost certainly a specialty item made just for that application. 
Maybe Steve Glover sells those these days, but you turn down your own 
version of the center member if you had a lathe, the experience to run it, 
and the time to do it.  And then there's locating the lightweight rod end 
bearings, but I'm sure they're available from somewhere...

KR> Re:Vinyl Ester

[smwood]

>Yeah, I was in the Canard group for years CSA etc...I had a Leze 
>project
>Here's an old post by Canard Epoxy Guru 'Gary Hunter', works for Shell Oil
>in Epoxies>>>
>All the suppliers claim their "structural resins" are suitable for fuel
>containment. And, they are - IF - the builder knows how to go about it and
>does everything correctly. I have always been adamant about "post curing"
>epoxies, especially the fuel tank. You can't buy cheaper insurance.
--

The topic is Vinyl Ester resin, not epoxy.
How does the use of epoxy have any viability with alcohol contained in 
todays automotive gasoline?  Apparently the unstated assumption is: only 
real aviation fuel will ever be used in said epoxy fuel tanks.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA
smw...@md.metrocast.net

KR> aileron linkage

[Mark Langford]

Mike Sylvester

> Alright Guys, come to my rescue. Am I overlooking what the aileron linkage 
> is made of in the plans ?

The short answer to your question is 6061-T6 aluminum.

I'm not really qualified to answer this, since my ailerons are completely 
different from what the plans call for, but at the time I built my plane, 
Rand Robinson was selling what looked like a short linkage with rod end 
bearings on each end (and I think the housings on those were aluminum), 
joined by a short aluminum rod that was threaded 3/16 on each end.  The 
whole thing was maybe 5" (that's probably in the plans), it was very light, 
and was almost certainly a specialty item made just for that application. 
Maybe Steve Glover sells those these days, but you turn down your own 
version of the center member if you had a lathe, the experience to run it, 
and the time to do it.  And then there's locating the lightweight rod end 
bearings, but I'm sure they're available from somewhere...

Mark Langford
n5...@hiwaay.net
website www.n56ml.com

KR> aileron linkage

[Dan Heath]

Mine are made of  1/8th aluminum angle, 6061 T6.

http://krbuilder.org/Aileron/index.html

First pic, and

http://krbuilder.org/Aileron/AileronLinkage/index.html

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN
There is a time for building and it never seems to end.
Daniel R. Heath - Lexington, SC

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of MICHAEL SYLVESTER
Sent: Monday, October 11, 2010 8:50 PM
To: KRNET
Subject: KR> aileron linkage


Alright Guys, come to my rescue. Am I overlooking what the aileron linkage
is made of in the plans ? What do you make the outside linkage that hooks
directly to the aileron out of ? I need to get the linkages to know how much
to notch out the stub and main wing. Thanks.

Mike Sylvester 
kr2s builder 
Birmingham,AL.

Cell no.205-966-3854


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