KR> Third Class Medical

[bjoenunley]

Flying the F16 is everything you think it is and more.?


Jeff, "the Walter Mitty in me would love to be called in for some F-16 time"

Joe


Sent from my Verizon Wireless 4G LTE smartphone

KR> Belly board

[bjoenunley]

I feel that I should provide full disclosure in my response to your question. I 
fly out of a 1200 foot grass strip. I have no problem taking off and landing. I 
have not flown out of my airfield with my KR2 yet but I have put a lot of 
thought into the situation and I believe that the KR2 can be safely flown out 
of a 1200 foot strip.?

Touchdown should be at about 70 mph. I plan to have some high quality hydraulic 
disc brakes. Touch down at the edge of the field and begin braking. I have a 
tail dragger so the fuselage will remain level until the speed is low enough to 
drop the tail. A bellyboard or airbrakes could be helpful.?

I am very interested in how things work for you. ?Please keep me informed. ?I'm 
at least a few months out before I am ready for taxi testing.?

Joe
Sent from my Verizon Wireless 4G LTE smartphone

 Original message From: Pierre via KRnet  Date:02/12/2015  2:36 AM  (GMT-06:00) 
To: KRnet  Subject: KR> Belly 
board 
Hi,



I installed both flaps (20" X 12" inboard) as well as a belly board
(clearance 2" hanging 90 degrees down). The idea is to use flaps on approach
and use speed brake after touchdown. I will be testing on a 3,000 feet
strip, but my personal strip is only 1,200 feet, so want to see if I can
land within the 1,200 feet limit employing both systems in the sequence
described above.



Has anyone tested the amount of speed loss per 10 degree implementation of
the belly board in straight and level flight? For example a 10 degree
deployment reduce speed by 10 knots at 1,700 rpm. Also any advise or
comments wellcome, both possitive and negative.



The plane is now extremely close to finally testing and hopefully flightJ



Take care!

Pierre

KR2S (98% compelted)

Wittman Tailwind (80% completed)

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KR> Third Class Medical

[Jeff Scott]

> Subject: Re: KR> Third Class Medical
>
> Oscar; I've held a 2nd or 3rd class Medical for 40+ years, and have 
> considered them a terrible waste for the young pilot. I particularly hated 
> the digital palpation of the prostate, which in young men is useless. Now 
> that I am older, I'm convinced that the Medical is a waste of time for the 
> opposite reason: it is prefunctory and doesn't help the older patient at all. 
> I suspect the physical was inherited from the US Army Aircorps in WW2, and it 
> needs rethinking today...bigtime! I liked the LSA and Sport Pilot options, 
> which address many older pilot's needs, while "protecting" the public. I live 
> on an island where we have people holding driver's licenses who really can't 
> drive safely on the freeway, they are fine on our quiet roads. Peter
>  


The third class medical is actually a holdover from WW 1.  It was a way for the 
government to know where they could find a ready supply of physically fit 
already trained pilots for war duty.  As much as the Walter Mitty in me would 
love to be called in for some F-16 time, somehow I don't think the military is 
interested in an overweight 59 year old to shoehorn into their latest war 
machine.  Of course the government never willingly gives up power over the 
people, so the government agencies will continue the foot dragging act on the 
third class medical reform as long as humanly possible.

Third class medicals make about as much sense as the military drafting old men 
from the private pilot ranks for fighter pilot duty.  Those are both ideas 
whose time has long since passed.  Today it's nothing more than a method for 
the FAA to try to hold onto their power over the minions.

Under the current conditions, a diagnosis of anything becomes a threat to 
ground the pilot, thus often times discouraging pilots from seeking medical 
attention for minor (and some times major) medical problems or forcing pilots 
to purger themselves on their medical certificate applicaitons.  Once the third 
class medical is dead and the threat to pilot privileges lifted, private pilots 
will be free to have a more honest dialog with their private physicians and 
seek medical intervention before minor problems become major life threatening 
problems.

The AOPA (and others) pilot medical training course is intended to be a 
biennial training session to help pilots with their decision making on daily 
self certification.  Nothing more.  You can bet AOPA already has a course 
worked up and nearly ready for deployment once the third class medical reform 
is approved.

-Jeff Scott
Los Alamos, NM

KR> OT: heat rejection capacity from exhaust port walls

[Rogelio M. Serrano Jr.]

On Feb 12, 2015 3:11 PM, "Dan Heath via KRnet"  wrote:
>
> Yes, keep the heat in the pipe.  This is good for many reasons.  Get your
pipes coated inside and out, or do it yourself.  I had Jet Hot do mine and
I believe that Mark L. does his.
>
>

That's very interesting. Is it enough to keep head temps below 160 c?

How durable are the coatings?

Thanks!

KR> Third Class Medical

[peter]

Oscar; I've held a 2nd or 3rd class Medical for 40+ years, and have considered 
them a terrible waste for the young pilot. I particularly hated the digital 
palpation of the prostate, which in young men is useless. Now that I am older, 
I'm convinced that the Medical is a waste of time for the opposite reason: it 
is prefunctory and doesn't help the older patient at all. I suspect the 
physical was inherited from the US Army Aircorps in WW2, and it needs 
rethinking today...bigtime! I liked the LSA and Sport Pilot options, which 
address many older pilot's needs, while "protecting" the public. I live on an 
island where we have people holding driver's licenses who really can't drive 
safely on the freeway, they are fine on our quiet roads. Peter

KR> OT: heat rejection capacity from exhaust port walls

[peter]

I wrapped my bd4 crossover pipes with ceramic tape from JC Whitney, to minimize 
heat conduction inside the cowl. I painted the engine white and the cowl 
interior black to maximize heat radiation to the cowl. The cowl exterior became 
noticeably hotter to the touch, so ideally you would use a conductive (i.e. no 
foam) cowl material. My Osprey cowl, made of polyester/fibreglass becomes quite 
plastic on the ground. Peter

It appears keeping the heat in the exhaust flow is the key.

KR> OT: heat rejection capacity from exhaust port walls

[Roger Bulla]

I had a company in Denver do their version of ceramic coating on the inside 
and out side of my exhaust pipes. I have about 100 hours on them now and 
they have not discolored at all and do seem to help keep the temp down in 
the cowl. The coating seems very durable. I scrape the pipes pretty hard 
getting the cowl on and off without scraping the coating off.  I'll have to 
go through my records to come up with the name of the company.

Roger Bulla

-Original Message- 
From: Rogelio M. Serrano Jr. via KRnet
Sent: Thursday, February 12, 2015 9:01 AM
To: danrh at windstream.net ; KRnet
Subject: Re: KR> OT: heat rejection capacity from exhaust port walls

On Feb 12, 2015 3:11 PM, "Dan Heath via KRnet"  wrote:
>
> Yes, keep the heat in the pipe.
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KR> Wing bolts

[Virgil N.Salisbury]

 Isn't this specified on the plans ? Virg


 On 2/12/2015 10:19 AM, dean choitz via KRnet wrote:
> What bolts do you use to fasten wing attach fittings to each other an3-5a
> on tear and an6-7a or an6-6a only my guess
> ___
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>

KR> Belly Board

[laser147 at juno.com]

Pierre said, 

"I installed both flaps (20" X 12" inboard) as well as a belly board
(clearance 2" hanging 90 degrees down). The idea is to use flaps on
approach and use speed brake after touchdown.  I will be testing on a
3,000 feet strip, but my personal strip is only 1,200 feet"

I think you are overthinking things here.  That's great that you have
both flaps and bellyboard.  That allows you to stay high enough on
approach that if you lose the engine you can still make the runway.  So .
. . stay high, get slowed way down, deploy all your drag devices so you
can make a nice steep final and touch down just above stall.  You may
still have to do some slipping, although a board hanging down 90 degrees
should probably do the job.  


Old School Yearbook Pics
View Class Yearbooks Online Free. Search by School & Year. Look Now!
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KR> Belly board

[Pierre]

Hi,



I installed both flaps (20" X 12" inboard) as well as a belly board
(clearance 2" hanging 90 degrees down). The idea is to use flaps on approach
and use speed brake after touchdown. I will be testing on a 3,000 feet
strip, but my personal strip is only 1,200 feet, so want to see if I can
land within the 1,200 feet limit employing both systems in the sequence
described above.



Has anyone tested the amount of speed loss per 10 degree implementation of
the belly board in straight and level flight? For example a 10 degree
deployment reduce speed by 10 knots at 1,700 rpm. Also any advise or
comments wellcome, both possitive and negative.



The plane is now extremely close to finally testing and hopefully flightJ



Take care!

Pierre

KR2S (98% compelted)

Wittman Tailwind (80% completed)

KR> OT: heat rejection capacity from exhaust port walls

[danrh at windstream.net]

Yes, keep the heat in the pipe.  This is good for many reasons.  Get your pipes 
coated inside and out, or do it yourself.  I had Jet Hot do mine and I believe 
that Mark L. does his.

It appears keeping 
the heat in the exhaust flow is the key.

KR> OT: heat rejection capacity from exhaust port walls

[rbaalman at cox.net]

I met a guy at Oshkosh who had an RV 6 with a Lyc 360.  He had the piston tops, 
exhaust ports and exhaust pipes ceramic coated.  The cooling air inlets are 2 
1/8 diameter and  he has no problems with cooling issues.  It appears keeping 
the heat in the exhaust flow is the key.  Interesting stuff.
Roger Baalman
rbaalman at cox.net

> >
> > That means if we don't alter anything else but reduce absorption, can
> > we see a significant drop in cylinder head temps?
> >
> > Maybe an effective thermal barrier coated exhaust port makes a
> > difference? Anybody tried that yet?
> >
> > ___
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> > options
> >
> >
> 
> 
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KR> Third Class Medical

[n357cj]

Oscar et all,
There is actually a situation where some of us have a double jepordy so to 
speak in that the Great Common Wealth of Pa. requires me to have a medical exam 
to have my CDL. When this was implemented by the state about 10 years ago I 
argued that the Federal government allowed me to fly an airplane any where in 
the country but they would not accept that exam to drive a motor vehical on the 
pothole riddled highways of the Commonwealth. They also implemented the 
requirement without notice to current CDL drivers stating that it was the 
citizens resposibility to know the laws. End result was that I had to get 2 
phicals that were identical as near as I can tell with inn a month or so of 
each other every other year. I fully support the abolishment of the 3rd class 
medical requirment. It is not without presidence as the ultalight regulations 
that are over 30 years old (Part 98 I think) never required a medical.
  I was afraid several months ago that this would be completly killed when an 
incapacitaed pilot on auto pilot flew through D.C. and ultimatly crashed in the 
bay or the Atlantic. Even though he probably had his medical it still happpened 
and in the highest profile enviroment there is. Politicians being what they are 
I figured someone would be all over that event to argue for more oversight.
More random thoughts,
Joe Horton

- Original Message -
From: "Oscar Zuniga via KRnet" 

Subject: KR> Third Class Medical


The rest of it is as readily self-policed as is regulated: alcohol and drugs; 
medications that might cause dizziness or sleepiness; anything that impairs 
vision or judgment; physical impairments that limit our ability to perform 
piloting duties.  Yes, an AME might be able to see some of those things in an 
airman medical exam even if we don't self-report them- but we drive motor 
vehicles, large RVs, over-the-road trucks, boats, yachts, and other vehicles 
without such precautions and with far less government and medical oversight of 
it.

I believe most pilots are responsible people who know their physical 
limitations, respect their abilities, want to preserve their safety and that of 
their passengers and the public, and have no more of a death wish than 
ground-bound folks.  I like my AME, but given the opportunity to self-police 
and take the FAA out of the equation, I would do it.

Oscar Zuniga
Medford, OR 


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KR> Wing bolts

[dean choitz]

What bolts do you use to fasten wing attach fittings to each other an3-5a
on tear and an6-7a or an6-6a only my guess

KR> Third Class Medical

[Dan Heath]

I think they have already proved that safety is not the issue here, with
over a decade of LSA.  But I appreciate your input.



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