KR> sport aviation mag
Good stuff Larry, love to see the KR community doing so well and the recent flights by new airplanes. Rob Schmitt Sent from my iPad > On Nov 1, 2016, at 6:01 PM, Larry Flesner via KRnet > wrote: > > > > Check out page 13 of this months Sport Aviation . > > https://dl.dropboxusercontent.com/u/32133949/001%20%283%29.jpg > > Larry Flesner > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
KR> KR 2 Aerobatics?
Tried searching the archive but it seams to be down at the moment. New to the list, looking at a project kit KR2 that was started 15 years ago. I am a boat builder, electrician and hobiest and interested in this old kit that has been sitting virtually untouched for 15 years. Does the KR2 in it's stock configuration have the strength and agility to perform light acrobatics? John Lange Port Charlotte, FL
KR> went to fly but only taxied
Hey Guys, ?? This story is under the heading of ya never know I headed over to the airport Sunday morning to go take some air shots of my job site. Everything seemed so normal and nonchalant. Taxied to the run up and went through the procedure. Everything was fine in all facets of the instruments. Last thing is to turn the transponder from stand by to mode C. The microair has a low voltage indicator that only shows voltage when it is low. I noticed it was showing something like 8.8v. I revved the throttle a little to see if it climbed out of the red. It didn't. So I went to the screen on the EIS and it was showing something just north of 9v. A little bit baffling since I just started up and did a run up with no indication of low power. I revved here a few more times and it did not budge up or down. The voltage had always reacted instantly with the RPM changes. ?? So it was a no go and I taxied back to the hanger. By the time I had gotten just about back instruments started going off line from low voltage and it even ran a bit rough. Voltage was showing about 7.6v at that point. ?? I put her away and started brain storming a bit. No breakers popped, no smoke, no broken belt, no apparent connections problems. I decided to walk away and take some time to think it through. Just before I left I turned the master back on just to see if anything happened. The battery voltage showed 12.3 and all the instruments and lights were working. Now I'm confused more and starting to hate airplanes. ?? I went back last evening and took all the covers off the front end so no to miss a connection anywhere. I could not find the smoking gun. I turned everything on and had the 12.3v and left it all on for almost 10 min. and it never dropped below 12.0v. I decided to go out and start and see what happened running. It started up right away and was charging with everything close to normal but not quit. It usually would get to 14.1v at a high idle of about 1400 RPM. Now it seemed to struggle to get to 13.6 at 220o RPM which is where I can't keep her from rolling any more. I had a spare brand new JD voltage regulator on the shelf so I decided to swap it out just as a check. and it only would take a few minutes to do. ?? She started right up again and showed some improvement. although I was not quit happy just yet. It was getting 13.9 and would touch on 14v at the 2000 RPM. I went over things again just to make sure I had not missed anything. It was getting cold and dark so I put her away for today. ?? I decided to put her back together this morning and do a test flight late in the day. Which I did do this evening. I did the taxi a bit and went and did the run up. For what ever reason everything was exactly as it should be tonight. At 1400 RPM it was just over 14v and by the time I approached 2000 RPM it was bouncing around 14.2 and 14.3v. I took the flight for just under and hour and there was no sign of anything ever being amiss. In fact she was running great in the cooler temps. ?? So in hind sight the only thing that I can figure is the voltage regulator was going bad. IT may have been in a stage of failure that said maybe I'll work or maybe I won't but I warned ya while You were still on the ground. Fortunately I listened for a change. The regulator was used for about 12 years and sitting for a year before that. It has a solid 900 hours on it and probably a fair amount more with ground run time. I don't know what the life expectancy is for them and I really don't know if there is a way to bench test. But for now it seems to have been the problem or the start of a problem. ?? The one exciting thing for the evening was that she seemed to be running so well and the wind was non-existant, so I set the autopilot for straight and level a 3000' and slowly wound her up. At 3270 rpm i was able to get the fastest flat out speed that N357CJ has ever had. She was able to maintain 185 to 186 mph true for over 5 minutes. I think she was just happy to see me. All this is just food for though guys, hope it helps someone. Joe Horton ?
KR> First flight, Finally
Just curious, what type of tail wheel spring do you have. Wow everybody flying but me. Steve Bedford Kr2s Builder Sent from my LG Mobile -- Original message-- From: Gary via KRnet List-Post: krnet@list.krnet.org Date: Sat, Oct 29, 2016 4:41 PM To: KRnet; Cc: Gary; Problem with tail wheel spring too light for it hit the bottom of my rudder. What a ride!
KR> sport aviation mag
> >Check out page 13 of this months Sport Aviation . >https://dl.dropboxusercontent.com/u/32133949/001%20%283%29.jpg >Larry Flesner +++ I got distracted and forgot to mention in my first post that not mentioned in the article was the very capable efforts and support of Paul Visk, John Bouyea, Mark Langford, and others that helped to make the Gathering a success. THANKS TO ALL.. Larry Flesner
KR> sport aviation mag
Check out page 13 of this months Sport Aviation . https://dl.dropboxusercontent.com/u/32133949/001%20%283%29.jpg Larry Flesner
KR> First flight, Finally
> I have a 57 chevy leaf spring that I cut to length with a torch > and bent with a tractor on the tow hitch of my truck! + I used a portion of a leaf spring from a very old automobile (1920's). I cut it with a hacksaw and cold bent it in a big a** vise using a pipe for leverage. I dressed it down to accept the tail wheel assembly. https://dl.dropboxusercontent.com/u/32133949/IMG_8714.JPG I later replaced the solid 4" wheel with a 6 inch pneumatic wheel from Matco and love it. https://dl.dropboxusercontent.com/u/32133949/IMG_8760.JPG The spring seems to be about right for a KR in the 700 to 750 pound range. A spring slightly too stiff rather than too springy seems the way to go. Any good leaf spring in the 1 3/4" by 1/4" thick range should work. Check out the springs on an old junk golf cart. Larry Flesner
KR> First flight, Finally
On 11/1/2016 2:08 PM, Steven Bedford via KRnet wrote: > Just curious, what type of tail wheel spring do you have. Wow everybody > flying but me. > > > Steve Bedford > > Kr2s Builder > > > > Sent from my LG Mobile > > -- Original message-- > > From: Gary via KRnet > > Date: Sat, Oct 29, 2016 4:41 PM > > To: KRnet; > > Cc: Gary; > > Problem with tail wheel spring > > too light for it hit the bottom of my rudder. What a ride! > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > Leaf spring, 1/4 inch x 1-3/4 from ez go golf cart. -- *Gary * /Soli Deo Gloria/
KR> First flight, Finally
?what type of tail wheel spring do you have. ?Steve Bedford Steve, I have a 57 chevy leaf spring that I cut to length with a torch and bent with a tractor on the tow hitch of my truck! ?It may be too thick so I plan to make a carbon fiber version similar to Mark L. ?I seem to have less right turn in my wheel. Still trying to get that part rught. ?I may redesign my tailwheel steering. Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?
KR> Well that didn't quite go to plan.
WOW! Just,,, WOW! -- Wayne DeLisle Sr. wdelislesr at carolina dot rr dot com
KR> Full Diehl gear schematic
Can I also request a copy. Thanks Stan On 2016-11-01 10:37 AM, n357cj via KRnet wrote: > Cody, > I have to scan it , I can do that in the next day or so and email a zip file > to you of the full Diehl instalation instructions. > Joe Horton, > N357CJ > > - Original Message - > From: "KRnet" > Subject: KR> Full Diehl gear schematic > > Can anyone help me in my search of finding a blueprint showing the > installation details of the Diehl gear on my kr2? I have tried Steve at > nvaero multiple times but still no response by phone or by email. aNY help > would be greatly appreciated. Thank you. > Cody CramerMiddleburg, FL > > > > ___ > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
KR> Full Diehl gear schematic
Joe,?I received the prints from Steve and Robert thank you so much for the assistance. Sent from my T-Mobile 4G LTE Device Original message From: n357cj via KRnet Date: 11/1/16 10:37 AM (GMT-05:00) To: KRnet Cc: n357cj Subject: Re: KR> Full Diehl gear schematic Cody, I have to scan it , I can do that in the next day or so and email a zip file to you of the full Diehl instalation instructions. Joe Horton,
KR> Full Diehl gear schematic
Cody, I have to scan it , I can do that in the next day or so and email a zip file to you of the full Diehl instalation instructions. Joe Horton, N357CJ - Original Message - From: "KRnet" Subject: KR> Full Diehl gear schematic Can anyone help me in my search of finding a blueprint showing the installation details of the Diehl gear on my kr2? I have tried Steve at nvaero multiple times but still no response by phone or by email. aNY help would be greatly appreciated. Thank you. Cody CramerMiddleburg, FL
KR> Well that didn't quite go to plan.
Well that didn?t go to plan. I?ve just read this and wish I was a writer not just a mechanic as then I could have a good go at explaining better the scenarios and the environment and the humourous Russians and the warmth and friendship of the Russian people to an idiot in a tiny aircraft arriving out of nowhere at their airport. I?m the first British person most people have ever met? So no the flight did not go to plan exactly, not that there was much of a plan for things to go to, but still? Unfortunately the latest report is that ?This last flight was the worst flight of my life!? to date and I?ve had some pretty bad flights Other flights on this list of flights really not going well, either I knew nothing about them going wrong, like the cracked oil cooler over the sea on the way to Greenland or the tumbling AH in cloud on the way to Iceland and there was little time to react. During this flight, there were some two hours and more to react, mostly spent pondering what to do. Agonising over what to do. Too far down track and not wanting to go back but still many miles form anywhere. The main problem was the engine, there was just no way to keep it warm. So eventually it went tight in flight and lost some power, a frozen throttle control didn?t help. Iced up wings didn?t seem to make much difference, but it was the uncontrollably shaking that changed the course of the flight. The thought that probably chattering teeth and painful feet were not a good combination or position to be in to try and descend back down through the cloud, in the dark, between the mountain, with no main GPS because it had stopped working and slowly faded out with a frozen screen. To land at another semi deserted airport on Sakhalin Island, even if it meant the end of the journey this year and the plane being here for a very long and cold winter, was still the best options, then things were really not going well. It was on the coast, I could go offshore, then skud run back in if necessary. The engine just wouldn?t keep or stay warm, climbing out it was ok, with normal cylinder head temps of 120 CHT, but passing through flight level 50, the oil temp and cylinder heads were back down to 70. Levelling off at FL90 the temps just kept falling and falling. Running the engine at max RPM to try and keep some heat in it didn?t seem to work with the Outside Air Temp of -32. It was -6 on the ground at Khabarovsk. The thought was that maybe it might or would go down to -25 or something like that. The engine operations book says you have to have 100+ CHT before you can run full power and take off, but CHT?s flat out were now down to +42 C. So basically the cylinders were shrinking back down onto the pistons, which were up at +55 C or that was the oil temp on the back of them. But then as the engine tightened up and lost power, flat out seemed the only option anyway, but I just sat their sometimes head in hand wondering when is this thing going to seize up. It wasn?t possible to descend as moisture below the inversion and cloud built ice on the wings and the mountains below poked between them. So the best thing to do was stay up on top of the cloud and in the dry air. I must interject that for those who do not know, I sat on the Chinese border optimistic that they would let my fly though their country and airspace and just one flight would take me to warmer weather and two flights would see me near Shanghai and in almost barmy tropical conditions. This late and final decision of the Chinese to not allow my transit of their airspace meant my only option now is to head for Japan. This means though a flight 300 miles further north to cross over to Sakhalin Island and fly 400 miles down the island and into Japan, before the artic air which is rapidly descending from the north catches up and freezes Itzy to the ground, literally. Magadan where I was last month has hit -16 already and Blagoveshchensk is -11 today. That month I sat in Khabarovsk may have cost me this year?s continuation, as now I?m trying to fly in almost artic winter conditions. I needed that month? When crossing over the sea there was little cloud and a decent was possible, except the throttle had seized up when I tried to close it and not over rev the engine. Ok, leave it running flat out or try closing the throttle? But it was tight, wouldn?t budge a millimetre. Ok, so pull it harder then, but what happens if something snaps, then I loose all throttle control over the middle of nowhere. Too late, pulling it harder and it broke free and the engine revs dropped. Luckily, when the throttle was opened again, everything still seemed connected. It would be a good idea though to keep moving the throttle every minute or so to stop it freezing again. Day light left was two hours but the flight time was three, even though - much to the annoyance of air traffic control - I had cut corners as much as dared at the top of
KR> Full Diehl gear schematic
Can anyone help me in my search of finding a blueprint showing the installation details of the Diehl gear on my kr2? I have tried Steve at nvaero multiple times but still no response by phone or by email. aNY help would be greatly appreciated. Thank you. Cody CramerMiddleburg, FL Sent from my T-Mobile 4G LTE Device
