KR> anyone using a redrive on small VW engine

[Rogelio M. Serrano Jr.]

On Mon, Apr 27, 2015 at 5:47 PM, bjoenunley via KRnet
 wrote:
> Building a belt driven psru seems doable.  Has anyone here built one or plan 
> to build one?
>
> Joe
> Florida
>
> "current available redrives for the vw seem to be heavy and/or
> unreliable. most would find the engineering cost to optimise redrives"
>
>

yes it is but you have to make compromises.

if i have to use a belt i would use a standard weight flywheel from
the flyhweel end and 1 inch shafts to and from the belt drives. even a
couple v belts will do. i would prefer the newer toothed belt in oil
and plain bearings myself.

i would still prefer a properly designed geared redrive with a fully
counterweighted cross plane crank. the gears and flywheel don't need
to be as heavy and i can use a turbo.

if you don't want the flywheel then its more difficult. you have to
handle harmonics between the prop and the large positive and negative
torque pulses from the crankshaft. if you take power from the crank
nose then thats way too hard already. the belts will self destruct no
matter how heavy you make them. same for chains. even the heaviest
gears will not survive the chatter from the backlash between the prop
and crankshaft torque pulses. people have tried various clutches,
viscous drives, rubber balls etc. they all end up heavier.

thats why people who drive the prop from the wrong end always use a
force 1 bearing and only wood props at normally aspirated, derated rpm
tune only.

KR> anyone using a redrive on small VW engine

[Rogelio M. Serrano Jr.]

On Mon, Apr 27, 2015 at 6:43 AM, Chris Prata via KRnet
 wrote:
> I wondered about that too. A redrive has other benefits as well of a larger, 
> slower turning propeller. First, much stronger takeoff acceleration and also 
> climb. Quieter too.
> Hopefully some good replies and examples will be forthcoming...
>

Hi,

current available redrives for the vw seem to be heavy and/or
unreliable. most would find the engineering cost to optimise redrives
to be prohibitively expensive. this is primarily due to torsional
vibration issues. the flat 4 flat crank engine has the most horrendous
torque pulses imaginable. it takes a heavy flywheel to tame them and
that turns turns off most builders.

KR> Kr1 ssdr variant

[Rogelio M. Serrano Jr.]

I just discovered the uk single seat deregulated category. 390 kilo mtow
for amateur build and 35 MPH stall. That's it! Just a claim from the pilot
that it meets the excemptions and a microlight license and you go flying!

Im building the carbon spar wing after all...

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Im planning to use the cf for the main spar and a second spar at 50%
chord, wing skins and ailerons and flaps and landing gear.

But im going to build a stock kr2 for now.

I was trying to copy the colomban mc 100. high wing loading (about
same as a cessna!). small wetted surface area and light weight.

the gear needs to be taller to accommodate the flaps. which is
composed of a fowler flap under a plain flap, and it needs to be very
torsionally rigid so i can actuate it reliably from the fuselage. And
the wing root needs to be 5.4 inches thick using a different 15 %
airfoil.

On Mon, Mar 2, 2015 at 12:09 AM, Flesner via KRnet  
wrote:
> At 06:02 PM 3/1/2015, you wrote:
>>
>> I just ordered flat tow bid uni and triax carbon fiber fabric for my
>> spars.
>
> ++
> How are you planning to use carbon fiber on the spars?  The plans call for
> spruce and ply only.
>
> Larry Flesner
>
>
>

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

On Tue, Mar 3, 2015 at 12:12 PM, Rogelio M. Serrano Jr.
 wrote:

>
> Spruce is like Gold nowadays. Which is a good substitute? Baltic Pine?
> bald cypress?
>
> Anybody got a stand of stika spruce they can spare? ;-)
>

Half of commercial plantations in the UK actually plant Sitka Spruce.
But they are mostly used for paper, furniture and packing crates.
Packing crates!

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Ill build it stock for now.

On Mon, Mar 2, 2015 at 8:48 AM, JAMES DUFF  
wrote:
> As Mike says.
>
> If you're flying under UK law it needs to be built as per plans which is
> what the design has been assessed against, unless it's a KR2S in which case
> it's as per plans plus some mandatory modifications which the LAA will send
> you drawings of.
>

I will do that later.

> It is possible to modify from the plans, but mods need to be approved via a
> documentation package demonstrating by calculation their safety and
> integrity. Structural mods will also require physical load testing.
>
> Dudley Pattison of the Swindon Aircraft Timber Company was good, but I hear
> he's trying to retire.
>

Spruce is like Gold nowadays. Which is a good substitute? Baltic Pine?
bald cypress?

Anybody got a stand of stika spruce they can spare? ;-)

> If built under UK law it needs to be built with Sitka Spruce and GL1 grade
> birch ply. You can use GL2 ply for non-structural stuff, but I can't think

WOW! That Law needs to be changed!

> of anything non-structural on a plans-built KR2 off the top of my head.
>
> I would most strongly suggest you heed Mike's advice and contact the LAA for
> advice before proceeding any further.
>
> Regards,
>
> Jamie
>

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

On Mon, Mar 2, 2015 at 10:34 AM, Dan Heath via KRnet
 wrote:
> So, I guess that if you were to build a "one-up", it would be as bad as
> building a new certified aircraft here in the US.  Seems like a really good
> way to encourage "experimentation".
>


Its not that bad really. But I think ill consider flying to the US and
build a cf wing there...

Don't know if i could fly it back here though...

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Hi Peter,


Thank you for the heads up. I got so excited about the CF i forgot
about the LAA.

What mods are you doing exactly?

On Mon, Mar 2, 2015 at 11:24 AM, Peter Drake  wrote:
> Hi Rogelio
>
> I am based in Herefordshire and am building a much modified KR2s
> (www.peterskr2s.co.uk)
> DO NOT MAKE MODIFICATIONS LIGHTLY AND WITHOUT APPROVAL FROM LAA ENGINEERING,
> you will encounter big hassles if you do and you will not get a permit to
> fly without.
> I am speaking from personal experience!
>
> Getting spruce in the UK is difficult. However I have found a source in
> Oxfordshire called Bygone Aviation near Witney. (Matt at bygoneaviation.com).
>
> Give me a call on 01497 847340 if you want a chat.
>
> Cheers
>
> Peter Drake
>

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Hi Mark,

That means individuals cannot do it alone anymore.

On Tue, Mar 3, 2015 at 3:13 AM, Mark Langford via KRnet
 wrote:

>
> So yes, carbon fiber spars will almost certainly require more work than you
> can imagine to get past Engineering.  The few pounds you will save in the
> effort will likely cost years and thousands of BP.  But some people enjoy
> the chase and the sense of accomplishment at pulling it off, so feel free to
> blaze a trail for us...
>

I designed a small wing with big flaps. Actually double flaps and it
needs the rigidity of carbon fiber to work. The root chord is 38
inches and the tip is 24 inches. Wood just doesnt cut it for a max
gross of 900 lbs and a load factor of 7 G. A quarter inch thick 4 inch
wide cf spar cap is already overkill and that's way lighter than wood.
Besides Sitka Spruce is already approaching the price of Gold. Its
sustainable and all but nobody plants them anymore.

The fuselage need to be taller. The elevator needs to become a
stabilator. The vert needs to become an all moving rudder, Like the
Vee pee. The front fuse need to be shorter and straighter, 41 inches
wide and parallel to the firewall. And the landing gear leg needs to
be cf and really light and out of the prop wash.

The game changer for me in terms of carbon fiber is the flat tow
fabrics and reduced cost of triax. Its way better than the earlier
fabrics.

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Hi Peter,

Doing it alone is very very hard.


On Tue, Mar 3, 2015 at 8:52 AM, Peter Drake via KRnet
 wrote:
> Mark
> I thought I enjoyed a chase, but that one is wearing a bit thin now!
>
> Peter Drake
>

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

> How are you planning to use carbon fiber on the spars?  The plans call for
> spruce and ply only.
>
> Larry Flesner

I am deviating from the plans. I hope it will not be too much of an issue.

KR> UK aircraft grade lumber supplier?

[Rogelio M. Serrano Jr.]

Hi Guys,

I hope UK based builders can get in touch.

I live in the Isle of Man and I'm looking for spruce and okoume
plywood suppliers in the northwest of Britain.

I just ordered flat tow bid uni and triax carbon fiber fabric for my spars.

I hope to be building the fuse as soon as possible.

Thank you in advance.

KR> Spar and WAF stress analysis

[Rogelio M. Serrano Jr.]

That's nice to know...

Thanks!

On Feb 24, 2015 12:39 PM, "Herbert F?rle"  wrote:
>
> the conclusion of the German Test of the Kr Spar and WAF's calculated
by Otto Bartsch is: Any reliable built Kr with a MTOW of 1050 pounds is a
4,2 G's  plane with a  1,45 safety factor,or a 3,8 G 's  x  1,6  plane!
> Otto Bartsch assured me,that the calculation was carried out somewhat
conservative !
> Herbert F?rle
> German Kr
> Von meinem iPad gesendet
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change
options

KR> center spar analysis

[Rogelio M. Serrano Jr.]

Based on a section modulus of 18.5 in3 and yield strength of spruce at 5000
Psi, the center spar should yield at 92500 lb in. bending moment. I don't
know how that translates to wing load.

On Feb 22, 2015 4:58 PM,  wrote:
>
> Just an idea. We have a gathering coming up in September.  I would
imagine there is a set of fwd spars lying around gathering dust somewhere.
If we can get them to McMinnville with some sandbags and do our on test. I
would be willing to pitch in to help defray the cost.
>
> I might be able to talk to Eric at Wicks to donate some of there
scrap spruce if someone would like to build a AS5048 Spar. We would just
need a center and one outboard spar.
>
> Paul Visk
> Belleville Il.
> 618-406-4705
>
> In a message dated 2/22/2015 10:23:07 A.M. Central Standard Time,
krnet at list.krnet.org writes:
>>
>> On Sun, Feb 22, 2015 at 1:29 AM, Flesner via KRnet 
wrote:
>> >
>> >>
>> >> The Spreadsheet says we should be using aluminum spars to make more
>> >> than 2G load factors.
>> >
>> > 
>> >
>> > It's been a long held belief that the WAF's were the weak point in the
KR
>> > spars.  I've had the opportunity to inspect 3 crashed KR's,
unfortunately
>>
>> both front and rear spars together can easily take 3.8G at 1200 lbs
>> mtow. but thats a rough calculation. i'm actually overestimating the
>> stresses because tapered wings have more or less 10% lower bending
>> moments than rectangular wings overall. I was assuming a rectangular
>> wing.
>>
>> a more accurate computation will require more accurate load
>> distributions with flap and aileron deflections considered. only
>> shrenk's approximation and similar procedures can do that.
>>
>> ___
>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
>> please see other KRnet info at http://www.krnet.org/info.html
>> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change options

KR> center spar analysis. Just an idea. (Repost sorry)

[Rogelio M. Serrano Jr.]

That would be great!

On Feb 22, 2015 6:07 PM, "Paul-Visk via KRnet"  wrote:
>
>
> Just an idea. We have a gathering coming up in September.  I would
imagine
> there is a set of fwd spars lying around gathering dust  somewhere.  If we
> can get them to McMinnville with some  sandbags and do our on test. I
would
> be willing to pitch in to  help defray the cost.
>
> I might be able to talk to Eric at Wicks to donate some of there  scrap
> spruce if someone would like to build a AS5048 Spar. We would  just need a
> center and one outboard spar.
>
> Paul  Visk
> Belleville Il.

KR> center spar analysis

[Rogelio M. Serrano Jr.]

On Sun, Feb 22, 2015 at 1:29 AM, Flesner via KRnet  
wrote:
>
>>
>> The Spreadsheet says we should be using aluminum spars to make more
>> than 2G load factors.
>
> 
>
> It's been a long held belief that the WAF's were the weak point in the KR
> spars.  I've had the opportunity to inspect 3 crashed KR's, unfortunately

both front and rear spars together can easily take 3.8G at 1200 lbs
mtow. but thats a rough calculation. i'm actually overestimating the
stresses because tapered wings have more or less 10% lower bending
moments than rectangular wings overall. I was assuming a rectangular
wing.

a more accurate computation will require more accurate load
distributions with flap and aileron deflections considered. only
shrenk's approximation and similar procedures can do that.

KR> center spar analysis

[Rogelio M. Serrano Jr.]

> Im studying beam theory and i wanted to see if i understood the math.
>> I was trying to see how the design is doing with the latest take off
>> weights.
>> I'm surprised by the results.
>> Thank you Mark!
>
> +++
>
> Surprised good or surprised bad?  Inquiring minds want to know.  Marty
> Roberts did his share of real world testing and lived to tell about it.  My
> hero. :-)

The Spreadsheet says we should be using aluminum spars to make more
than 2G load factors.

That cant be right. Maybe because i'm using google docs to view the
spreadsheet. Or maybe the spreadsheets are just not meant to handle
full blown planes. Have you guys tried it out yet?

I got the beam theory right but the load distributions are wrong. I
really need to dig into Shrenk's Approximation seriously this time.

KR> center spar analysis

[Rogelio M. Serrano Jr.]

On Sat, Feb 21, 2015 at 7:00 PM, Chris Prata via KRnet
 wrote:
> What is this about, calculating spar strength?
> Does address attach fitting too? (Although I believe I saw a video that they 
> break after the spar?)
>


Im studying beam theory and i wanted to see if i understood the math.
I was trying to see how the design is doing with the latest take off
weights.

I'm surprised by the results.

Thank you Mark!

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> OT: heat rejection capacity from exhaust port walls

[Rogelio M. Serrano Jr.]

Hi,

Slightly OT but i don't know where to ask.

Is heat absorption from exhaust port walls more significant than that
absorbed from chamber walls?

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?

KR> Taxi testing

[Rogelio M. Serrano Jr.]

i don't get it guys... expert test pilots just taxi to the runway then
push the throttle to the wall and take off?

On Wed, Feb 4, 2015 at 5:33 PM, n357cj via KRnet  
wrote:
> Well Guys, I was trying to stay away from this subject but I have yet to see 
> one of the compelling reasons to do taxi tests with a brand new experimental 
> airplane. What is wrong with the plane??? There a any number of things that 
> can seriously kill ya that could be wrong with your plane. I did nearly 10 
> hours of running the runway. I discovered brake problems, throttle sticking, 
> a carb that could not handle ram air. They were resolved and I didn't have to 
> worry about them for the actual first flying which went off uneventful. I 
> also tend to think that this conversation is assuming always  to fast taxi 
> and that is not always the case either and should be treated as a gradual 
> learning event.
> Joe Horton
>
> - Original Message -
> From: "Herbert F?rle via KRnet" 
>
>
> ...I'm absolutely the opinion of Marks recommendations!
> Any theories,which can be read in books and magazines are good for the head 
> but not for the hands.Therefore,it is essential to coordinate theory and 
> practice.As Mark said,it is very controversial to find a suitable human/Pilot.
> Before I flew my Kitfox the first time,I faced the same decision.I completet 
> about fifty landings in a citabria with a very experienced  
> instructor,reminded me on my successful take offs with my Fisher Koala and 
> last but not least on the countless flights with a taildragger motorglider 
> .This whole experience- package caused me to be my own testpilot,Tanks 
> good,with success!
> I have no fear , to do it again with my Kr!
>  Herbert Fuerle
> German Kr2s
> Von meinem iPad gesendet
>
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
> options

KR> Fuel injection - megasquirt

[Rogelio M. Serrano Jr.]

On Wed, Jan 28, 2015 at 9:22 PM, Tony King via KRnet
 wrote:
> Rotax has clearly decided EFI is the way to go.  But have you seen the
> complexity of their implementation on the 912iS?  Running an EFI like
> Megasquirt or SDS in an aircraft can and has been done, but it introduces a
> lot of new failure modes that you need to understand and make a conscious
> choice whether to address them or live with them.  And addressing them
> equals time and (frequently) complexity.  That's fine if that's your thing,
> and the results should be a smoother running and more economical engine.
> But don't underestimate the effort required to get it working well and
> reliably.
>
> I'd love to put EFI on my KR2S when I get to setting up the engine.  But
> I'd rather fly than tinker, so I probably won't.
>
> Cheers,
>
> Tony
>
Collaboration will make it easy to set up.

The biggest threat to these systems are heat and moisture. when
protected properly they are very reliable. So much so that even single
plug per cylinder systems are almost bulletproof.


> On 29 January 2015 at 06:13, Chris Prata via KRnet 
> wrote:
>
>>
>> I'm just throwing this out here to see if fuel injection as a way to move
>> past carb issues, get more precise fueling and better performance is
>> happening on KR's.
>> Personally, I'm looking (hoping) to build a near-original KR1, and keep it
>> as simple as possible (other than a possible retractable tri-gear,
>> in-flight adjustable prop, belted redrive,  and turbocharger system, and
>> full autopilot, LOL).
>> Anyway, here is the megasquirt info:
>> http://www.msextra.com/
>>
>> -Chris
>>
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
> options

KR> Bellyboard

[Rogelio M. Serrano Jr.]

Normal means perpendicular. Its just a mathematical term.

On Jan 1, 2015 7:05 PM, "gluejam via KRnet"  wrote:
>
> Mike -
>
> Perhaps you can explain why in the report the term, "/normal to the
airflow/" rather 'than parallel with', or 'perpendicular to' the airflow is
used.   Is that a common reference in the UK? It just seems a little
nebulous to me in understanding immediately upon reading the report, and it
would seem sensible to think that normal would be in line with airflow . . .
> but then ours (US) is a lower grade society, after all !!
>
> George
> 
>
>
>
> On 12/31/2014 6:19 AM, Mike via KRnet wrote:
>>
>> A little science from English researchers in 1957
>> http://naca.central.cranfield.ac.uk/reports/arc/cp/0323.pdf but I'm sure
>> there must be more recent published findings from elsewhere.
>>
>> This suggests that a solid airbrake produces a bubble of reduced airflow
>> behind the brake with airflow velocity fluctuations occurring around the
>> edge of the brake which may cause vibrations to the structure.
Perforations
>> in the airbrake reduce this effect and were found to be more effective
>> towards the centre of the plate than around the periphery.
>>
>>  From the Pprune forum, this explanation was offered: "Perforation
reduces
>> buffeting downrange of the speed brake, and reduces its interference with
>> flying surfaces or the fuselage or wing or horizontal stab. Remember, the
>> speed brake is there to create drag, but not undesirable flight
>> characteristics. A perforated brake doesn't create nearly the airflow
>> disruption, pitch change, or load on the surrounding and supporting
>> structure that a solid brake might create. The number and placement of
holes
>> are important considerations, and part of the design. Holes permit a
lighter
>> structure that takes less of an airload, reducing not only the weight of
the
>> brake assembly but the force required to actuate it and the structure
around
>> it that must support the load. Remember that much of the time, that speed
>> brake isn't anything but dead weight."
>>
>> Mike Mold
>> Devon, UK.
>>
>> -Original Message-
>> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mac
>> McConnell-Wood via KRnet
>> Sent: 31 December 2014 10:35
>> To: Herbert F?rle; KRnet
>> Subject: Re: KR> Bellyboard
>>
>> The RAF Vulcan bomber had solid airbrakes-no holes (which enabled this 90
>> ton delta to descend vertically-..been there..)
>> Mac
>>
>> On Wed, Dec 31, 2014 at 9:51 AM, Herbert F?rle 
wrote:
>>
>>> any Test,however it is performed,gives a lot of informations! The
>>> aerodynamic principles are always the same ,also in the case of the hot"
>>> bellyboard -drag" discusion.For me it's important the location of the
>>
>> board
>>>
>>> and I think the place underneath the rearspar is very well chosen ( far
>>> enough behind the CG ,to give the Kr a small amount of direction
stability
>>> like a dragchute and the waketurbulences does'nt hit the HS !) I 'm
>>> convinced,a board without holes  are more effectiv ( one big
>>
>> waketurbulence
>>>
>>> produce more drag compared to many small ones).
>>> I'm also think,a big advantage of the bellyboard is the fact ,that you
can
>>> lower the nose of the Kr on final for better sight( wether you have to
>>
>> push
>>>
>>> or pull the stik )!
>>> Herbert
>>> German Kr builder .
>>>
>>>
>>> Von meinem iPad gesendet
>>> ___
>>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>>> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
>>> please see other KRnet info at http://www.krnet.org/info.html
>>> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change
>>> options
>>>
>> ___
>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
>> please see other KRnet info at http://www.krnet.org/info.html
>> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change
>> options
>>
>>
>> ___
>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>> To UNsubs

KR> Bellyboard

[Rogelio M. Serrano Jr.]

On Jan 1, 2015 1:36 PM, "Mac McConnell-Wood via KRnet" 
wrote:
>
> Avro's should have read that before designing the Vulcan air
> brakesfancy putting those solid slabs upwind of the flying controls..!
>
> See the pairs of yellow lines indicating position.
>

That main control surfaces on a Delta wing is way out of the turbulence of
the air brake...

The vert is humongous!

> Regards and a HNY to all our readers
> Mac
>
> On Wed, Dec 31, 2014 at 1:19 PM, Mike via KRnet 
> wrote:
>
> > A little science from English researchers in 1957
> > http://naca.central.cranfield.ac.uk/reports/arc/cp/0323.pdf but I'm sure
> > there must be more recent published findings from elsewhere.
> >
> > This suggests that a solid airbrake produces a bubble of reduced airflow
> > behind the brake with airflow velocity fluctuations occurring around the
> > edge of the brake which may cause vibrations to the structure.
Perforations
> > in the airbrake reduce this effect and were found to be more effective
> > towards the centre of the plate than around the periphery.
> >
> > From the Pprune forum, this explanation was offered: "Perforation
reduces
> > buffeting downrange of the speed brake, and reduces its interference
with
> > flying surfaces or the fuselage or wing or horizontal stab. Remember,
the
> > speed brake is there to create drag, but not undesirable flight
> > characteristics. A perforated brake doesn't create nearly the airflow
> > disruption, pitch change, or load on the surrounding and supporting
> > structure that a solid brake might create. The number and placement of
> > holes
> > are important considerations, and part of the design. Holes permit a
> > lighter
> > structure that takes less of an airload, reducing not only the weight of
> > the
> > brake assembly but the force required to actuate it and the structure
> > around
> > it that must support the load. Remember that much of the time, that
speed
> > brake isn't anything but dead weight."
> >
> > Mike Mold
> > Devon, UK.
> >
> > -Original Message-
> > From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mac
> > McConnell-Wood via KRnet
> > Sent: 31 December 2014 10:35
> > To: Herbert F?rle; KRnet
> > Subject: Re: KR> Bellyboard
> >
> > The RAF Vulcan bomber had solid airbrakes-no holes (which enabled this
90
> > ton delta to descend vertically-..been there..)
> > Mac
> >
> > On Wed, Dec 31, 2014 at 9:51 AM, Herbert F?rle 
> > wrote:
> >
> > >
> > > any Test,however it is performed,gives a lot of informations! The
> > > aerodynamic principles are always the same ,also in the case of the
hot"
> > > bellyboard -drag" discusion.For me it's important the location of the
> > board
> > > and I think the place underneath the rearspar is very well chosen (
far
> > > enough behind the CG ,to give the Kr a small amount of direction
> > stability
> > > like a dragchute and the waketurbulences does'nt hit the HS !) I 'm
> > > convinced,a board without holes  are more effectiv ( one big
> > waketurbulence
> > > produce more drag compared to many small ones).
> > > I'm also think,a big advantage of the bellyboard is the fact ,that you
> > can
> > > lower the nose of the Kr on final for better sight( wether you have to
> > push
> > > or pull the stik )!
> > > Herbert
> > > German Kr builder .
> > >
> > >
> > > Von meinem iPad gesendet
> > > ___
> > > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > > To UNsubscribe from KRnet, send a message to
KRnet-leave at list.krnet.org
> > > please see other KRnet info at http://www.krnet.org/info.html
> > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
> > change
> > > options
> > >
> > ___
> > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> > please see other KRnet info at http://www.krnet.org/info.html
> > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change
> > options
> >
> >
> > ___
> > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> > please see other KRnet info at http://www.krnet.org/info.html
> > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change
> > options
> >
>
> ___
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>

KR> Bellyboard

[Rogelio M. Serrano Jr.]

Vulcan's are made of chunky aluminium. Its designed to handle all the
stress. And at the speeds they fly the aerodynamics is different.

Solid belly boards for krs would work fine. Those with holes are way more
efficient though.

You are the chief aerodynamicist! Take your pick!

On Jan 1, 2015 1:36 PM, "Mac McConnell-Wood via KRnet" 
wrote:
>
> Avro's should have read that before designing the Vulcan air
> brakesfancy putting those solid slabs upwind of the flying controls..!
>
> See the pairs of yellow lines indicating position.
>
> Regards and a HNY to all our readers
> Mac
>
> On Wed, Dec 31, 2014 at 1:19 PM, Mike via KRnet 
> wrote:
>
> > A little science from English researchers in 1957
> > http://naca.central.cranfield.ac.uk/reports/arc/cp/0323.pdf but I'm sure
> > there must be more recent published findings from elsewhere.
> >
> > This suggests that a solid airbrake produces a bubble of reduced airflow
> > behind the brake with airflow velocity fluctuations occurring around the
> > edge of the brake which may cause vibrations to the structure.
Perforations
> > in the airbrake reduce this effect and were found to be more effective
> > towards the centre of the plate than around the periphery.
> >
> > From the Pprune forum, this explanation was offered: "Perforation
reduces
> > buffeting downrange of the speed brake, and reduces its interference
with
> > flying surfaces or the fuselage or wing or horizontal stab. Remember,
the
> > speed brake is there to create drag, but not undesirable flight
> > characteristics. A perforated brake doesn't create nearly the airflow
> > disruption, pitch change, or load on the surrounding and supporting
> > structure that a solid brake might create. The number and placement of
> > holes
> > are important considerations, and part of the design. Holes permit a
> > lighter
> > structure that takes less of an airload, reducing not only the weight of
> > the
> > brake assembly but the force required to actuate it and the structure
> > around
> > it that must support the load. Remember that much of the time, that
speed
> > brake isn't anything but dead weight."
> >
> > Mike Mold
> > Devon, UK.
> >
> > -Original Message-
> > From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mac
> > McConnell-Wood via KRnet
> > Sent: 31 December 2014 10:35
> > To: Herbert F?rle; KRnet
> > Subject: Re: KR> Bellyboard
> >
> > The RAF Vulcan bomber had solid airbrakes-no holes (which enabled this
90
> > ton delta to descend vertically-..been there..)
> > Mac
> >
> > On Wed, Dec 31, 2014 at 9:51 AM, Herbert F?rle 
> > wrote:
> >
> > >
> > > any Test,however it is performed,gives a lot of informations! The
> > > aerodynamic principles are always the same ,also in the case of the
hot"
> > > bellyboard -drag" discusion.For me it's important the location of the
> > board
> > > and I think the place underneath the rearspar is very well chosen (
far
> > > enough behind the CG ,to give the Kr a small amount of direction
> > stability
> > > like a dragchute and the waketurbulences does'nt hit the HS !) I 'm
> > > convinced,a board without holes  are more effectiv ( one big
> > waketurbulence
> > > produce more drag compared to many small ones).
> > > I'm also think,a big advantage of the bellyboard is the fact ,that you
> > can
> > > lower the nose of the Kr on final for better sight( wether you have to
> > push
> > > or pull the stik )!
> > > Herbert
> > > German Kr builder .
> > >
> > >
> > > Von meinem iPad gesendet
> > > ___
> > > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > > To UNsubscribe from KRnet, send a message to
KRnet-leave at list.krnet.org
> > > please see other KRnet info at http://www.krnet.org/info.html
> > > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
> > change
> > > options
> > >
> > ___
> > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> > please see other KRnet info at http://www.krnet.org/info.html
> > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change
> > options
> >
> >
> > ___
> > Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> > please see other KRnet info at http://www.krnet.org/info.html
> > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to
change
> > options
> >
>
> ___
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>

KR> One stick or two

[Rayner, Todd M.]

Do you have a center stick or duel control sticks?  If you have used both 
configurations which do you prefer?  If you fly with a center stick do you sit 
in the middle when you solo?  Does anyone have the throttle in the middle of 
the panel so people can fly from the right seat?

Todd

KR> training

[Rayner, Todd M.]

Does anyone do training in a KR2?

KR> Radio call type designator

[Rayner, Todd M.]

Maybe a silly question but what do you use as a type designator when calling 
ATC in your KR2?  Experimental? KR?

Todd

KR> insurance

[Rayner, Todd M.]

Do any of you have your KR2 in a club?

Do you insure your KR2 and if so what does it cost and who do you use?

Todd

KR> list

[Rayner, Todd M.]

Todd M Rayner
348 N Linden St
Marshall MI 49068
2697892916

I am buying N186RC and as  a new KR2 owner I am just looking to learn all I can 
about the plane.

Todd

KR> oil sump cooling

[J M]

On May 31, 2013, at 9:00 AM, krnet-request at list.krnet.org wrote:

>  Does anyone have any info on cooling 
> the VW oil sump? _


I have seen special enlarged and fined oil  sumps for additional oil cooling 
for VW engines  in shops that specialize in equipment for Dune Buggies.  
Probably their products are available on-line. Have no idea whether they help 
or not.  I had a type 4 engine that ran high oil temps on hot days here in 
Southern AZ and the my cure was a second oil cooler. The additional capacity of 
the enlarged sump appealed to me that the same bit of oil had additional "wait" 
time before it was circulated into the heat source of the engine again. The 
extra sump  wouldn't fit the Type 4 engine so I was not able to try it with off 
the shelf parts. I did consider building an additional oil tank that would hold 
maybe another 5 quarts and perhaps help with my cooling problems. The second 
oil cooler was simpler and worked well.

John Milland

KR> RE: short span aircraft

[J M]

Barney Wainfan of Wind Tunnel in Kitplanes a few years ago wrote an article 
extolling the possible advantages of low aspect design. 
The article can probably be located in the Kitplanes' archives. About five 
years ago or so if memory serves.   
John Milland 

KR> Tip Tanks for KR & Sakkie Green KR

[M Blank]

There is a bit better info on the KR with tip tanks from South Africa here: 
(http://www.avcom.co.za/phpBB3/viewtopic.php?f=100=79408) I thought this may 
be interesting, seems someone I believe its Cartlon, who is restoring Sakkie's 
KR. 

Mike

KR> tip tanks

[M Blank]

Fred, sorry my memory is going...Sakkie Halgreen of South Africa, had a KR 
with tip tanks. A picture is located at 
(http://n323xl.iwarp.com/blouterwings1.htm). I read years ago on a Carlton 
Blandford's KR site of this fellow who did lots of mods to the KR design. I 
think he also had tried a KR with a small seat aft of the pilots/co-pilot 
station. I believe Sakkie was killed at some point in a crash, I dont remember 
the date or details. Seems lots of KR activity took place in South Africa in 
the 90's.

Mike

> From: f...@renotruss.com
> To: kr...@mylist.net
> Date: Mon, 17 Oct 2011 09:48:27 -0700
> Subject: KR> tip tanks
> 
> Has anyone ever done tip tanks on a KR?
> 
> 
> 
> Fred Johnson
> Reno, NV
> 
> 
> ___
> 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> tip tanks

[M Blank]

Sakki Green?

> From: f...@renotruss.com
> To: kr...@mylist.net
> Date: Mon, 17 Oct 2011 09:48:27 -0700
> Subject: KR> tip tanks
> 
> Has anyone ever done tip tanks on a KR?
> 
> 
> 
> Fred Johnson
> Reno, NV
> 
> 
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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KR> Encapsulating

[M]

I've heard you can mix rubbing achohal with it and the achohal will 
evaporate out after you have spread it.  You might test that on something 
first.

Mike Turner
Edgewood N.M.
- Original Message - 
From: John Backer
To: KRnet
Sent: Sunday, October 16, 2011 8:05 PM
Subject: Re: KR> Encapsulating


What are the current thoughts on how to thin epoxy to get a good flow?
>
> Dana Overall
>
> Have you tried heat? I have used a hair drier many times to get epoxy to
flow. You might try some samples to see if it does what you would like.
John Backer
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KR> Re: Wingspan

[M]

The wingspan on the KR motor glider built by Ken Rand was 27 feet.

Mike Turner
Edgewood N.M.

- Original Message - 


The wingspan on my KR-2 is 23 feet 3 inches using the Diehl plans and wing
skin kit.  My weight and balance has a max useful load of 528 pounds and
still remains within stable loading.  I have seen many KR-2 aircraft flying
for years with the Diehl wing skin mod that uses the RAF48 airfoil.

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

[M]

I did it by cutting the spring bar in half and building the upper bracket 
out of 1/8" 4130 steel with two webs also 4130. Drilled lighting holes and 
bolted it to the spar.
The lower brackets were built of 1/4" 4130. Haven't flown it yet so it 
hasen't been load tested.

Mike Turner
Edgewood New Mexico

- Original Message - 
From: Clay
To: 'KRnet'
Sent: Sunday, October 02, 2011 9:08 PM
Subject: KR> retracts


I apologize in advance, I know this subject has been hammered, but I am in
need of advice.

Does anyone know of a good way to make a set of retracts into fixed gear? A
way of bolting down the latches?

Any suggestions would be greatly appreciated.  I have been searching the
archives and didn't find a definite solution. (it is probably right in front
of me)

Please contact me off net.

Thank you,



Clayton Williams

N930RT

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KR> Re: rain water on my fusalage floor

[M]

It wouldn't hurt to put a small ceramic heater (on low heat) in the fuselage 
just to keep the air dry around it so it can evaporate.
Mike Turner
Edgewood NM
  - Original Message - 
  From: smwood 
  To: kr...@mylist.net 
  Sent: Sunday, September 11, 2011 11:07 AM
  Subject: KR> Re: rain water on my fusalage floor 


  I need some advice on how to take care of rain water on my fuslage floor. I 
  purchased John Godwins KR2S project in South Carolina last Wednesday and had 
  to travel back to New York through the hurricane rain storms. Unfortunataely 
  i took on some rain water last night driving through Pensylvania. I 
  immediately soaked up the little bit of standing water close to the spruce 
  cross members.I think air drying it will be best. I think if i blow dry it 
  with a heat gun it might warp and delaminate. any suggestions appreciated, 
  Joe

  

  Same thing happened to me a few years ago.  Wound up with about 5/8" of 
  water in each bay on the fuselage floor.  Prior to that I had painted the 
  inside of the fuselage with thinned epoxy.  So, I was able to mop up the 
  water with a sponge and rags.  The outside plywood had not been painted. 
  The bare mahogany showed some water stain but no warpage after air drying. 
  The aircraft grade plywood has waterproof glue.  Most epoxy glues are also 
  waterproof, but the uncoated lumber can soak up the water and cause issues 
  with uneven expansion and then contraction when it dries out.
  Use great care with the heat gun: you might overheat the glue joints and 
  soften the epoxy.  That could do more damage than water soaking.  Recommend 
  you wipe up the visible water soon as possible.  Then air dry with with lots 
  of ventilation with a fan or two.

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



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KR> Gathering Attendies

[M]

Don't worry Jeff, I'll fly your KR to the gathering for you. LOL

Mike Turner
Edgewood NM
KR-N642MC  in progress
  - Original Message - 
  From: Jeff Scott 
  To: KRnet 
  Sent: Thursday, September 01, 2011 5:45 PM
  Subject: KR> Gathering Attendies


  I had been planning to attend this years gathering ever since it was 
announced a year ago that it would once again be in Mt Vernon. As the summer 
developed, a number of things have happened to knock my plans off track. The 
final straw was a change of jobs this week. The new job will require some 
training, which is going to be happening the week before and after the 
gathering, which would make for a tough weekend trip from NM to Mt Vernon and 
back. So, I won't be attending this years gathering. You guys try to remember 
to tip a root beer for me.

   Jeff Scott
   Los Alamos, NM
   KR - N1213W
   SuperCub - N143W
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KR> BACK SEAT ON KR

[M Blank]

I am not sure if it is still there or not but I have seen the very thing on the 
net. It was years ago Carlton Blandford (I think) in South Africa had a KR and 
on his page there was a link to a photo of a 3 or 4 seat KR. Anybody else seen 
this? It could have even been one of Sakkie Halgreens, it's been a long time 
ago.

> Date: Tue, 19 Jul 2011 04:13:01 -0700
> Subject: Re: KR> BACK SEAT ON KR
> From: martygmar...@gmail.com
> To: kr...@mylist.net
> 
> Take a look at the engineering of the RV6.  You will find a much wider (stem
> to stern) CG range.  Then take a look at the overall size of the 2 planes,
> engine for one thing.  And having flowing in the back of an RV6 l can tell
> you it was a little dicie.  But if you would want to change to that
> engineering on a KR2s and put in place the engineering from the RV6 and
> apply it to the KR2s.  I imagine you may find even more problems than the
> one l mentioned.
> 
> How ever, do not take my word for it.  Talk to an aeronautical engineer and
> see for your self.  And also think of the added cost of the planes (KR2s)
> cost now to the new set of spec's you will have to put in place.  There goes
> the budget in my mine.
> 
> Best of luck to you.  Let us know if you find anything in regards to this
> situation.
> 
> M. Greg Martin
> 
> On Mon, Jul 18, 2011 at 9:27 PM, omotosho olalekan
> <tosh_linc...@yahoo.com>wrote:
> 
> > Hello Guys,
> >
> > I was just wondering if anybody have ever done it or thinking to do it like
> > myself but puting just a single seat at the back for a little kid under
> > 15Kg and
> > using it as a luggage area when the kid is not sitting there.
> >
> > All comment are welcomed.
> >
> ___
> 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> Dragonfly canopy dissapointment

[M]

Why not go ahead and move it forward and put in a couple small side windows?

Mike Turner
Edgewood N.M.
  - Original Message - 
  From: Dene Collett 
  To: KRnet 
  Sent: Sunday, May 22, 2011 1:38 AM
  Subject: Re: KR> Dragonfly canopy dissapointment


  Hi Dan
  That is a good question. The problem is that I already have the rear of the 
  canopy where I want it. If I bring it any further forward the rear frame 
  will start to impinge on my view to the side/rear. I have come up with a 
  plan to build the forward frame out to the distance needed to mount the 
  hinge on. That is the preliminary solution to the problem anyway untill I 
  put some more thought into it.
  Regards
  Dene Collett
  Avlec Projects
  Port Elizabeth
  South Africa

  - Original Message - 
  From: "Dan Heath" 
  To: "'KRnet'" 
  Sent: Sunday, May 22, 2011 4:05 AM
  Subject: KR> Dragonfly canopy dissapointment


  Why not put it where you want and build the frame to suit?



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KR> RE: Onboard Weather

[M Blank]

Anybody have any experience about this? I stumbled upon it a couple of days 
ago. 

http://www.essentialflight.us/Products/ADSB 
  

KR> iFly 700

[James M Brewer]

Paul, I've used the iFly 700 since Lowrance had problems with their updates.  I 
love it and wouldn't consider any thing else.  I use it for both VFR & IFR 
however I must admit that I'm an old steam gauge pilot and don't have a glass 
panel.  Merry Christmas to you and all the KRNet.

KR> Re:landing lights

[J M]

On Nov 3, 2010, at 9:00 PM, krnet-requ...@mylist.net wrote:

> I came VERY close to installing landing lights in the wings, 

My '46 Bellanca had a retracting light.  The "down" angle could be set by how 
far the light came down.  The extraction and retraction was controlled by 
turning the  light on or off.  Since these days this system is not common I 
thought I would mention it as another way to go.


John Millnand  AZ

KR> RE: KR FBW and other "stuff"

[M Blank]

I am not a KR flier I am in the process of building a KR when I am not flying 
my Mooney, I have an A/P and lots of nice "gadgets" in the Mooney, but, the 
Mooney is a much larger plane than a KR. So the question I have is, "What the 
HECK does any of this yackety yack have to do with building a KR. These things 
are tiny little planes, would be like trying to turn an MGB into a motorhome.

Mike

FW: KR> Oshkosh 365 - Discussion Boards - Kenyan homebuilt -

[M Blank]

Maybe you guys should take another look at the "Porkopolis Pig". 

http://www.krnet.org/krs/kjones/ 

Mike

KR> kr control sensitivity

[M Blank]

Mooney's dont like the yoke forward on landing either. GA BOING !

> Date: Sun, 17 Oct 2010 08:02:55 -0500
> To: kr...@mylist.net
> From: fles...@frontier.com
> Subject: Re: KR> kr control sensitivity
> 
> At 06:41 PM 10/16/2010, you wrote:
> >I have a question regarding the recent discussion about the landing 
> >accident and where it all went wrong with the slight forward control 
> >stick movement.
> >This seems to be a characteristic of the KR, at least as far as 
> >pitch is concerned
> +++
> 
> The nose pitching down with forward movement of the control stick or 
> wheel is a characteristic of every airplane I've ever flown. :-)  An 
> RV pilot at our airport pulled the same trick and the owner/pilot of 
> a new C-182 RG tried landing on the nose wheel too.  It cost him, or 
> his insurance, a complete engine teardown, a new prop, and some wing 
> tip repair.  The KR is not an airplane out there looking to "do you 
> in", but is a great and fun flying airplane when flown correctly.  As 
> for P.I.O.,  It's called "PILOT INDUCED OSCILLATION" because it is 
> "pilot induced".  It's not called "aircraft induced oscillation".
> 
> The only "secret" to flying a KR is to rest your arm on something to 
> restrict movement of the control stick at any speed above 
> liftoff.  It flies with stick pressure, not movement.  As with any 
> airplane, you look out the window, see what the airplane is doing, 
> and then use the correct control input to make it do what you want it 
> to do.  In the 385+ hours in my KR, it has never failed to respond to 
> any control input, good or bad.  You just do your best to not ask it 
> to do anything stupid.
> 
> Get 10 minutes of stick time in any other slick flying home built 
> before your first flight so you know what to expect and all will work 
> out.  That assumes of course, when you look out the window and see 
> what's happening, you know what you want it to be doing and know how 
> to ask it nicely to respond. :-)
> 
> Keep building.  The fun awaits you.
> 
> Larry Flesner
> 
> 
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KR> Re: KRnet Digest, Vol 352, Issue 241

[J M]

On Sep 2, 2010, at 10:08 PM, krnet-requ...@mylist.net wrote:

>> It's hard to out lie the guy next to you when you're stone cold sober.


As my wife once said "If you are going to lie, at  least get your facts 
straight!"


John Milland   (Arizona)

KR> Air Venture Cup Race

[James M Brewer]

Mark Jones,  Please don't misunderstand my offer to assist Mark Langford.  I 
think most of us were just being supportive, not pressuring Mark or Joe or Dan 
in any way.  I'll give $25. towards the entry fee to any KR that enters.  Jim

KR>AirVenture Cup Race

[James M Brewer]

I'm good for $25.if  Mark will go for it.
Jim Brewer 

KR> Big Trouble with Lighting

[M]

Joe
I don't know about the landing lights, but I would take a piece of metal 
conduit and shape one end like teeth on a saw and slowly twist it into the wing 
from one end to the other cutting the foam ect. as you go. Then when you pull 
it back out pull your wire with it.

Mike Turner 
Edgewood New Mexico
  - Original Message - 
  From: Joe Walburn 
  To: kr...@mylist.net 
  Sent: Monday, April 19, 2010 4:20 PM
  Subject: KR> Big Trouble with Lighting


  Greetings all,
  Recently came to ownership of an 80% complete(ie.wings completed and 
  primered but ailerons and flaps not yet attached) KR2.  Problem is, there 
  were no accommodations made for position, landing, strobe lights, etc. in 
  the wings.  How can I add lighting without major body work?  Will post pics 
  if someone thinks it will help.
  Thanks much,
  Joe Walburn 


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KR> KR Tachometer

[M]

Anybody have a wiring diagram for a Westach Tachometer as it relates to a 
revmaster engine? 
Thanks 

Mike Turner
Edgewood, New Mexico

  other KRnet info at http://www.krnet.org/info.html

KR> albuqueque flyers

[M]

Lee, can you contact me at  aviato...@phreego.com  I would like to talk to you 
about Tom's KR.  

Mike Turner
Sandia Airpark 
Edgewood New Mexico


  - Original Message - 
  From: Lee Van Dyke 
  To: KRnet 
  Sent: Tuesday, April 06, 2010 2:41 PM
  Subject: KR> albuqueque flyers


  Netters, are there any flyers near albuqueque that could assist a new KR 
owner with some flights.  He has his plane at Sandia Airpark.

  Lee Van Dyke

  Email me off line please
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KR> Header Tank Rework

[James M Brewer]

Dave, I have a vinyl-ester header tank that Brian Kraut made for me last year 
that fits a KR2.  I did not use it and will part with it for what Brian charged 
me $125.  Let me know off net if you are interested and I'll send you pictures.
Jim Brewer
KR2 N216CB

KR> light stick forces

[J M]

I am just curious.  Has anyone ever flown a plane that has lighter stick
forces than a KR, fly by wire does not count???


The 1940 Bellanca with a stick (14-12  I think) had very light forces.  
A friend of mine who had flown in the Battle of Briton and later with  
the US Navy in the Pacific and even later in P51s with the USAF flew  
mine and said it had a roll rate that equaled anything he had ever  
climbed into. He may have been biased though as he just loved  
Bellancas. The '46 '47   (14-13) with a wheel was also flown with just  
the finger tips.  However, the next generation had much heavier  
controls. Most first time Bellanca pilots flying those earlier models  
that had a Cessna background usually found themselves suddenly  20  
feet or better above the runway  the first time they tried to flair  
out.  If you know of one on your airfield try to get a ride in it.  It  
is a tail dragger but once you get use to it you can land it almost  
anywhere and under almost any conditions. The next generation with the  
Lycoming  engine and the hydraulic operated gear had a very heavy feel.

John   (Tucson AZ)

KR> Re: Escort 110 info

[J M]

On Dec 17, 2009, at 9:03 PM, krnet-requ...@mylist.net wrote:

>  I have a Escort 110 that I would like to hook up in my shop to  
> listen to
> traffic as I work but need a pin out for the connector.  Can anyone  
> help?

I have  an Escort 110 service manual somewhere which I will try and  
locate and scan the relevant info and then send it to you directly.  
Does anyone else have a need for this info (assuming that I can find  
it)?

John  Milland
Tucson

KR> Re: KRnet Digest, Vol 351, Issue 321

[James M Brewer]

--- On Fri, 11/6/09, krnet-requ...@mylist.net  wrote:



From: krnet-requ...@mylist.net 
Subject: KRnet Digest, Vol 351, Issue 321
To: kr...@mylist.net
List-Post: krnet@list.krnet.org
Date: Friday, November 6, 2009, 12:00 AM
 
 
Glad to hear that the pilot was ok.  I hope you can rebuild is short order.
 
 
Send KRnet mailing list submissions to
    kr...@mylist.net

To subscribe or unsubscribe via the World Wide Web, visit
    http://mylist.net/listinfo/krnet
or, via email, send a message with subject or body 'help' to
    krnet-requ...@mylist.net

You can reach the person managing the list at
    krnet-ow...@mylist.net

When replying, please edit your Subject line so it is more specific
than "Re: Contents of KRnet digest..."

   1.  Phoenix Accident (Bob)

I HAVE STARTED REBUILDING.


___

KR> tail dragger

[M]

  -Original Message-
  >Can a tail dragger KR2 be changed to a trike?

  >From: "Dan Heath"
  >Sure, but why would a person want to do that?

  Jeeze Dan, just because you have a taildragger. Maybe he wants to be in the 
  click. You know, us guys who have a real airplane, not a toy.   :-)
  Mark Jones (N886MJ)

  Could be MJ got everything backward, maybe he's flying the wrong direction. 
Look out deer!!!
  Mike Turner
  Edgewood NM, USA




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KR> Copperstate Flyin

[J M]

Hi All,

Anybody planing on going to the Copperstate flyin on Oct 22, 23, and 24?


John Milland   (Arizona

KR> 1835 oil pressure

[James M Brewer]

Phil, I have a GPAS 2180 VW and also use 15W40.  I did two things to raise the 
OP,
1, Installed a Heavy Duty oil pump. 2. installed a adjustable oil pressure 
relief valve.( Probably similar to yours) and adjusted the oil pressure up 
until I got 13psi at idle with the engine temp at normal operating temp, about 
200 to 214 deg. I also added a remote oil filter.  Idle speed is about 950 to 
1000 RPM.  Any lower and the engine wants to lob.(Redneck term for idling 
rough)  I'm running an Ellison EF2 throttle body and Compufire Electronic 
ignition.

KR> Astrovan main gear legs

[M]

Bob,
They are 26 inches,  I just cut the bar in half.  No I have not flown it yet.  
I did not test them,  but I felt they would be plenty strong. If they can hold 
the weight of a KR2 in a horizontal position. I would think they could hold 
even more at a 45 degree angle. You can also gain more height by just making 
the lower brackets longer. I also put a web on the inside of  the lower 
brackets, extended those webs below the bottom of the axle to use as a jack 
point to change a tire. 
 My top brackets are 9 inches (as much as I could get and stay inside the 
wing)  on the slant, so that only leaves about a 17 inch arm to the bottom of 
the leg. I don't know if it will handle a 5 g landing but it might. Maybe I can 
get Mark L. to test it for me. lol 
 I'm sure someone could do the math on what that bar could handle at a 45 
degree angle verses a horz. bar at given weights, the arms and  g  factors.  
After 60 my brain doesn't want to do anything anymore. So for all you young 
brains out there, get to work on this, I would kind of like to know myself. 
  - Original Message - 
  From: bearlk...@aol.com 
  To: kr...@mylist.net 
  Sent: Thursday, September 17, 2009 3:58 PM
  Subject: Re: KR> Astrovan main gear legs



   Mike,
  I bought and tested some astro van legs a couple of years back, and found 
them too flexible to hold the weight of a Kr2 and a safety factor of 1.5.
  Being shy of prop strike, I shelved the astro van legs and went another 
direction. A couple of questions- how long are your gear legs, and (your 
message implies it has not yet flown) how did you test them?
  Bob Polgreen
  Nowthen MN

KR> Astrovan main gear legs

[M]

 Marlyn,
I used the spring bar from the old retract system, cut it into and attached 
them to the landing gear brackets which I also built out of 4130, 1/8" . I put 
two small webs, just to add a little strength and made some holes to save 
weight. 
I epoxyed foam on the front and back of the legs and shaped them to an airfoil, 
then put one layer of cloth.  I built the upper gear bracket with an 8 degree 
incidence. Don't know if I will get any lift out of them, but the main reason I 
did this was to take the (toe in) out of the wheel alignment. (tail dragger)  
The other thing is they look cool, and reduced the weight of the landing gear 
quite a bit over those heavy aluminum brackets. 
I also painted both the steel brackets and the aluminum bar so as to not have 
any direct contact between two dissimilar metals, so no corrosion can set in. 
The lower brackets, I made of 1/4" 4130, same width as the alum bar about 8" 
long, I cut most of the way through on an angle to make it plumb with the 
aircraft in level position. I then bent it and filled the opening with weld.
 Before I cut anything I made cardboard (highly recommend) templates of bracket 
and gear legs and used small spring clamps to put them in place and check 
everything for alignment. After putting all this together and checking with all 
the gear and wheels on, I am now sitting at -0- toe in/toe out. I don't have 
all the weight on the gear yet so that may change.
I doubt if I have a hundred dollars in the whole setup.
Your results may vary.

Mike Turner
Edgewood NM, USA 
     
  Marlyn Taylor
  541-344-6709
  Eugene, OR 97405
  marly...@efn.org

KR> Food at the Gathering Thursday night

[M]

 Wished I could make it this year, I would bring Alien  Beer,  taste is out 
of this world!

Mike Turner
Edgewood New Mexico



  > Larry Flesner
  >

  I will be getting there Thursday around 1300 and will bring a grill, can
  you say brats and root beer for diner. Will buy several packs and buns and
  a case or two of Amber bock

KR> Road hazzards to the gathering

[M]

  Mark:
  Watch out for deer in your headlights.


  >Long range forecast looking GOOD  !!!
  >IT'S GETTING CLOSE


  Hows the driving forecast? Will visibility be good? Are the roads smooth? 
  Any detours? Needless to say I am really bummed about having to drive.


  Mark Jones (N886MJ)
  Stevens Point, WI
  E-mail: flyk...@charter.net
  Web: www.flykr2s.com



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KR> Cleveland vs Rapco brake linings?

[M]

You don't need brakes, use a deer to stop you!
  - Original Message - 
  From: Mark Jones 
  To: KRnet 
  Sent: Tuesday, August 18, 2009 4:17 PM
  Subject: Re: KR> Cleveland vs Rapco brake linings?


  I replaced my linings with Rapco two summers ago and they are showing little 
  to no wear.
  Mark Jones (N886MJ)

KR> Re: stall speed reduction

[J M]

Perhaps leading edge cuffs could be designed and  retrofitted to a KR  
wing thereby reducing the stall speed such as are retrofitted to some  
certified aircraft to improve STOL characteristics.

John Milland
Tucson AZ

On Aug 5, 2009, at 9:00 PM, krnet-requ...@mylist.net wrote:

> I think that the biggest challenge is likely to be demonstrating a  
> stall
> speed of less than 45kts (52mph).

KR> Oshkosh Airventure Photos

[M]

How in the wide, wide world of sports did Mark Jones ever get in that little 
bitty tent??

Mike Turner
Edgewood NM, USA
  - Original Message - 
  From: Mark Jones 
  To: KR Net 
  Sent: Wednesday, July 29, 2009 8:40 PM
  Subject: KR> Oshkosh Airventure Photos


  http://www.flykr2s.com/photo.html


  Mark Jones (N886MJ)
  Stevens Point, WI
  E-mail: flyk...@charter.net
  Web: www.flykr2s.com
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KR> Re: oshkosh

[M]

More reports from the land of OSH Please, people back home are drooling
Mike Turner
Edgewood NM, USA

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KR> Progress Report

[M Blank]

Something I will never forget as long as I live, when I made my first solo 
flight, I was scared stiff, until the wheels left the ground. Once the wheels 
left the ground I knew in my heart I HAD to land that airplane, no jitters, 
nothing, just me and the O-200 purrin along. I went around the pattern and 
lined up on the 1700 foot long island and landed just fine. You will do just 
fine, remember, you've came this far, you are already a pilot. Some think that 
once they get the ticket they no longer have anything to learn, THEY ARE WRONG! 
I learn something on every flight, even if it is something small, I am still 
learning and have been flying since 1996. 



Mike in Tn, Kr2S in the garage

> Date: Mon, 22 Jun 2009 22:13:32 -0500
> From: rep...@martekmississippi.com
> To: kr...@mylist.net
> Subject: KR> Progress Report
> 
> To all my furry flying friends:
> Just a progress update for all of you. Today I passed my pre-solo 
> written test. I did very well . It even surprised me. It took a great 
> deal of study time, but it is another confidence builder, and milestone 
> on the way. My CFI Andy seems to be pleased also. It took a while to get 
> over the first plateau in flight training, but it appears I'm now on 
> another upward part of the learning curve. I am training in a 172 on 
> Mondays and Thursdays, and in a 140 on Fridays. Its been quite a 
> workload, but I feel good knowing at the end of the road I'll be able to 
> do tailwheel AND tri-gear. It also offers me an option to make N1333a a 
> taildragger, which I am seriously considering. I believe that my first 
> solo flight is imminent, and to be honest..It really gives me the 
> jitters! But I'm certain that I'll be able to talk myself into a 
> reasonable calm state just prior to my first solo landing (think Slim 
> Pickens in Dr Strangelove!!!). So put your hard hats on, and steer clear 
> of Gulfport/Biloxi International for the next few weeks. Next update 
> when it happens!
> 
> -- 
> Glenn Martin
> Owner
> KR2 N1333A
> Biloxi, MS, 39532
> rep...@martekmississippi.com
> 
> 
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KR> Getting All Up Engine Weight

[M]

Dan you could weigh your plane lift the engine and weight the plane again, the 
difference is the weight of your engine.

Mike Turner 
Edgewood NM
  - Original Message - 
  From: da...@windstream.net 
  To: KRnet 
  Sent: Monday, June 22, 2009 11:29 AM
  Subject: KR> Getting All Up Engine Weight



  I want to get the weight of my engine as it sits on the mount, less the prop. 
I want to do it by getting a "hanging" scale, I guess sort of like a fish 
scale, and put it between the hoist and the engine, then simply move the engine 
off the mount, take the wieght, and put it back on. This is to give me an idea 
of what I will be facing when I get around to changing engines, assuming that 
will actually take place.
  May have answered my question Fish Scale, but looking for a better answer.
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KR> Bugs

[James M Brewer]

Larry, try flying behind a VWno bugs on the belly..can't figure out how to 
get the oil out the wings.  At least you don't have our FL "Love Bugs"  Jim 

KR> Bugs

[M]

I used poly glide on the front of my van to make it easy to remove bugs, but 
not nearly as many stick anyway because it make the surface very slick and I 
think a lot tend to slide off.  

Mike Turner
Edgewood NM
  - Original Message - 
  From: Mark Jones 
  To: KR Net 
  Sent: Wednesday, June 17, 2009 8:12 PM
  Subject: KR> Bugs


  I hate the bugs that collect on my plane! I just returned from a flight of 
watching the sun set over Wisconsin and the guy in the hangar next to me just 
returned also and he was cleaning bugs from his plane with ease. Simply wiping 
them off. He was spraying lemon scented furniture polish on then with one swipe 
of the cloth the bugs came right off. That is your tip of the day. Go fly those 
KR's and leave the bugs to lemon scented polish. 


  Mark Jones (N886MJ)
  Stevens Point, WI
  E-mail: flyk...@charter.net
  Web: www.flykr2s.com
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KR> KR Gathering location, 2010

[M]

  I do like the sounds of KSTE, maybe I can have the MISS CAROLYN in the air by 
then. So lets make Mark Jones the 2010 host! Only 950.5 miles for me.

  Mike Turner
  Edgewood NM, USA




  So how would central Wisconsin KSTE http://www.airnav.com/airport/KSTE be 
  for a Gathering? Stevens Point has a lot of great features such as cool 
  temps in Sept, an uncontrolled airport, lots of hotels, lots of beer, lots 
  of bars, uncontrolled field with a 6000' main and a 3600 runway.  


  Mark Jones (N886MJ)
  Stevens Point, WI
  E-mail: flyk...@charter.net
  Web: www.flykr2s.com



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KR> I broke 250

[M Blank]

Just wondering what is " THE " fastest documented speed recorded of a KR 1 or 
KR 2 ?



Mike  65% KR2S

> Date: Sat, 6 Jun 2009 08:49:28 -0700
> From: mercedesm...@yahoo.com
> Subject: Re: KR> I broke 250
> To: kr...@mylist.net
> 
> I thought you meant 250 knot's!
> 
> Ron Smith
> 
> KR2SSXL
> 
> Buckeye Arizona
> 
> mercedesm...@yahoo.com
> 
> http://ronsmith.myphotoalbum.com/albums.php
> 
> --- On Fri, 6/5/09, Mark Jones  wrote:
> 
> From: Mark Jones 
> Subject: KR> I broke 250
> To: "KR Net" , "Corvair Net" 
> Date: Friday, June 5, 2009, 8:38 PM
> 
> Last evenings flight was a small milestone for me. I broke 250 flight hours 
> on N886MJ. To be exact, I now have 250.4 hours with 296 successful landings. 
> I do remember one of those landings as not being a lot of fun and resulted in 
> the fatality of one of natures antlered four legged friends. There have been 
> a lot of other incidents such as a broken crankshaft (made a safe emergency 
> landing on airport), a failed cam gear (made a five mile glide back to the 
> airport for yet another safe emergency landing), a dropped intake valve seat 
> (13 miles safely to Metropolis airport), there was the time I left the KR 
> Gathering in 2006 and my engine quit at 1200 feet (switched to my secondary 
> ignition and flew half way home to a fuel stop. It was a broken ground wire 
> on the primary coil.), Oh yea, there was the time I was buzzing my brother in 
> laws house and my fuel pump quit at 1000' and I made it back to the airport 
> 11 miles away. What about when I first started
> flying my plane and I overheated the front two cylinders and broke the rings. 
> Flew that way for 7 hours before Langford made me take the heads off because 
> I had 7 lbs compression in one cylinder and 14 in the other. One time I took 
> off with my belly board down and got about 500 feet and she basically would 
> not climb. I could see the farmers daughters playing in the haystack as I 
> barely cleared the silos. There was a high speed pass I made for my friends 
> here in Wisconsin where I leveled out at 50 feet doing 190 mph and about a 
> third of the way down the runway she started sputtering. I immediately pulled 
> up to gain altitude as I thought my engine was going to quit. Forgot to 
> richen the mixture on that one. Then there was the time I had a fog bank 
> close in on me and I thought I was going to die. That was one for the 
> stupidity log book. I know there are other incidents and Bob Glidden tells me 
> I should write a book on how not to fly a Corvair powered KR.
> So why am I telling all thisbecause  I did not let any of this discourage 
> me and I now have a wonderful flying plane. Keep building and you too can 
> have all the fun I am having.   
> 
> 
> Mark Jones (N886MJ)
> Stevens Point, WI
> E-mail: flyk...@charter.net
> Web: www.flykr2s.com
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KR> Re: fuselage width and drag

[J M]

On May 26, 2009, at 9:00 PM, krnet-requ...@mylist.net wrote:

>> I feel like the decreased width of the airplane will benefit in  
>> making
>> it as slippery as possible.

Regarding tandem vs side by side design and drag.  In the late  
seventies I was a member of a design group that was a spin off from  
the local EAA chapter in the San Fernando Valley area of Los Angeles.  
This group of about 30 persons was almost exclusively composed of  
working engineers in the local aeronautical industry (Lockeed   
Rocketdyne, Douglas, etc etc) The group decided to hold a contest for  
a wide bodied design with the grand prize being something like pie  
and coffee at Dennys.  You can see we were big spenders. A major  
surprise that appeared to many of the engineer designers was the  
small amount of drag increase with the wide bodies.  As a group they  
had expected large increases of drag as a penalty for the comfort of  
that extra space where in fact the increased drag was surprisingly  
little.

John Milland

KR> numbers for head/block

[M]

   Does someone out there have the numbers for the head/block for the Corvair. 
I have run onto some engines and parts.  Please E-Mail me at
aviato...@phreego.com thanks

Mike Turner
Edgewood NM





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KR> nose wheel shimmy

[J M]

In the late fifties  some Ercoupes would experience a shudder during  
take off or landing (I don't remember which) and the quick cure was  
to reduce the nose wheel tire pressure about five pounds which set  
the pressure to about 20 psi. I don't think that they ever shuddered  
like the one in the video though.

John Milland

KR> Leading edge wing vents

[M]

  - Original Message - 
  From: MICHAEL SYLVESTER 
  To: KRNET 
  Sent: Friday, April 17, 2009 7:37 PM
  Subject: KR> Leading edge wing vents



  Hey Guys, Are the naca vents that most people are flying with enough to cool 
on a hot summer day ? I think that I saw a picture of a KR with leading edge 
vents in the wings that were turned upwards after entering the cockpit.(Like a 
Cessna.) Would this be O.K. or would it disturb to much airflow ? Just a 
thought. It won't be long before I start on the wings.

  Mike Sylvester 
  kr2s builder 
  Birmingham,AL.

  Cell no.205-966-3854

  I saw a picture of a set up using a pipe that ran in front of the lower 
portion of the front spar and apparently extended out into the stub wings. I 
think the pipe had a T  in it that when laying flat on the floor it was closed 
but when rotated upright it was open and gave a blast of air to pilot and 
passenger. Very simple and effective  idea.
  Mike Turner 
  Edgewood NM



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KR> Temporary partial loss of power

[M]

Mark, Since you have always had a problem with mixture in flight and none on 
the ground in static mode you might want to check your fuel vent location and 
make sure it is in positive air while in flight and not creating a neg. 
pressure due to slipstream around it. 

Mike Turner
Edgewood NM
  - Original Message - 
  From: Mark Moody 
  To: kr...@mylist.net 
  Sent: Monday, April 06, 2009 8:39 PM
  Subject: KR> Temporary partial loss of power


   My airplane has always been very sensitive to mixture while flying. If I 
didn't have it set in that magic spot I may get a slight hiccup. It's never 
that sensitive on the ground though as I can do a full static runup (3000 rpm) 
on the ground while never missiing a beat while playing with the mixture. 

KR> Australian Airshow

[M]

   Any info as to the stall speed of that aircraft?

Mike Turner 
Edgewood NM



  I have just returned from the Australian International Airshow where I was
  able to see Albert Cassar's KR2 with Jodel style wings and the AS5048
  airfoil.  When taking the photos of his aircraft I was able to shelter under
  it when it started to rain, so "Thanks Albert"  I have created a page for it
  here.  http://www.kr-2s.com/aussies/cassar.html

KR> Re: KRnet Digest, Vol 351, Issue 68

[J M]

On Mar 8, 2009, at 1:18 PM, krnet-requ...@mylist.net wrote:

Mark Langford wrote

> Maybe this would be a good time to announce that I am designing a new
> airplane for myself right now

  and will make sure it is LSA compliant so I can fly without a  
medical in the future if necessary.

That is fantastic news.  There are probably many of us that are  
facing that loss sooner rather than later.

John Milland

KR> Re: Wing platforms

[J M]

Re: Hershy bar and other wing platforms.

There is an excellent  book called "The Illustrated Guide to  
Aerodynamics"  by H.C. "Skip" Smith who is/was the director of  
undergraduate studies  in aerospace engineering at Pennsylvania State  
University. It was published by TAB Books a Division of McGraw-Hill  
Inc.  My copy was printed in 1992 and is the 2nd Edition.

On page 36 starts a section covering span , lift, aspect ratios, etc.  
The piece addresses the characteristics of different platforms using   
both equations,  graphs and illustrations.

Excellent reading if your into this.

John Milland

KR> rebuttal about user fees comments

[J M]

To all you guys who wrote disagreeing with my user fee comments.

First off, most of you didn?t really read what was written as you  
were too busy bragging about how you had defended your ideas of  
freedom.  Well, I also defended freedom as a US Marine.  Since you  
guys brought up military service to strengthen your point, I will use  
combat as a metaphor. The first thing that new troops learn is not to  
waste your ammo at every noise in the night but wait till you can  
identify your target and then concentrate your firepower as a unit.

And that is what I wrote.  I didn?t say forget everything, I said  
separate the  chaff from the wheat and then concentrate your  
firepower on the target.

Now that is my rebuttal to your comments and I suggest that be the  
end of it.

John Milland

KR> Re:user fees

[J M]

KR netters,

Regarding:

> (1) proposed budget is calling for aviation user charges starting  
> in 2011

   (2) ?It is often said the devil is in the details, but even with  
only a few details, we are concerned,? said AOPA President Craig


It seems that almost every year the budget proposals call for some  
kind of users fees which are usually attributed to the airlines'  
influence and their alleged desire to get rid of the little  
airplanes.  if this follows the same pattern this will again be  
dropped somewhere along the path.

Now regarding APOA's alarm  (see second reference above.)  Fifty  
years ago as a young and new pilot I was energized and terrified  
almost every month as AOPA came forth with a new warning that the  
general aviation world as we knew it was about to end. After a few  
years of this repeated cry of "wolf"  I grew tired and dropped out of  
the AOPA organization.  I am not saying that AOPA is "bad" but the  
fact is that they do seem to cry "wolf" about almost every remark   
that  becomes public and about many rumors that they are responsible  
for making public.

History shows that most of this turns out to be nothing more than 30  
second sound bites and quickly disappear.

I suggest we relax and see what exists after passing though the  
filter of broadcast hysteria and then lend support to defeat serious  
proposals that would end the freedom of flight as we now enjoy it.

John Milland

KR> KRS O-200 Vs Mooney

[M Blank]

Anyone flown a KR2S/0200 and a Mooney M20C? I have a KR2S project and bought a 
Mooney last year and just wondered how much of a difference there would be in 
the flight characteristics between the two. I have even pondered "gulp" selling 
my project, my wife has been without the garage for years now and if there 
wasnt much difference in the two birds I guess I might consider it. It is a 
painful thought I bought that KR in 1999 when I was going through a divorce and 
I feel like it is part of me now, but, I try to be logical most of the time. 
any comments



 Mike 

   KR2S/O-200  
75%?

_
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http://windowslive.com/howitworks?ocid=TXT_TAGLM_WL_t2_hm_justgotbetter_howitworks_022009

KR> Gas Struts

[M Blank]

I know I will get some flames over this but here is what I would do, I would 
take the old ones off of my ford probe rear hatch they have leaked the gas out 
evidently and they are weak I bet you could cruise the junk yards and find some 
that are a bit tired. Yes I am cheap.  

Mike

KR200s on 
the gear

> Date: Wed, 18 Feb 2009 12:24:31 +1300
> From: r.macdon...@clear.net.nz
> To: kr...@mylist.net
> Subject: KR> Gas Struts
> 
> Hi Guys,
> 
> I'm after some help with gas struts.
> 
> I want to use gas struts for the canopy, I have 2 but the pressure is too 
> high. Apparenty you can increase the pressure but most struts you cannot 
> reduce the pressure. With the struts that you can reduce the presure there is 
> a valve in one end but these do not have the valve. 
> 
> I am thinking of drilling hole & welding in a valve from a vehicle tube has 
> anyone out there tried this & how did you get on. I only want about 10 -20 
> PSI.
> 
> Many thanks 
> 
> Robin 
> 
> 
> New Zealand. 
> ___
> 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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Want to do more with Windows Live? Learn ?10 hidden secrets? from Jamie.
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KR> Re: KRnet Digest, Vol 351, Issue 44

[J M]

On Feb 14, 2009, at 10:00 PM, krnet-requ...@mylist.net wrote:

> You could build a KR-1B a lot quicker now that you've built a
> KR-1.

Mark L in replying to Lynn Hyder referenced building a KR-1B.  The  
motor glider concept also interests me but I have never been able to  
find where to purchase the plans or even obtain any info aside from  
the occasional reference on this site..

Does anyone out there have knowledge about this? I have not seen  
Rand  mentioning them.

Thanks,

John Milland

KR> Radio calls

[M]

If your getting that deer in the headlights thing just give them Mark Jones 
tail number. 
  - Original Message - 
  From: Teate, Stephen 
  To: KRnet 
  Sent: Tuesday, January 13, 2009 2:19 PM
  Subject: RE: KR> Radio calls


  I couldn't have been the only one that got a chuckle out of the "deer in the 
headlights" comment.

  Stephen Teate
  Paradise, Texas

  -Original Message-
  From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of 
Larry H.
  Sent: Tuesday, January 13, 2009 2:58 PM
  To: KRnet
  Subject: Re: KR> Radio calls

  I know Marks !! pick one we have two of them !! : )





  ___
  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

Re; KR>Engine Mount

[M & C]

Allen, the mount,left to right inside to  inside is 10 3/4" the bolt holes 
left to right c to c is 10 1/4". I have an extra corvair motor mount if 
anyone is interested contact me off line or phone 1-573-579-3147. Read page 
94 of the WW manual on dim. for mount then compare that to the drawing on 
page103.

Mike Turner
Jackson Missouri
Swing the prop and light the fire, dance amoung the stars.N642MC
- Original Message - 
From: "Allen Wiesner " 
To: "KRnet" 
Sent: Wednesday, December 13, 2006 12:51 AM
Subject: Re; KR>Engine Mount


> >Just a couple of questions regarding the engine mount
>>for a Corvair in a KR2S.
>>1. The plans in WW's book seem to be misleading.  The
>>dimensions for the motor mount bolts are not clearly
>>explained or I read them wrong.  The book says 10.125
>>for the fore to aft distance from center bolt hole to
>>center.  However, the center bolt hole distance on the
>>left to right bolts is given as 10.25.  But, the
>>impression given on the plans is that the sides of the
>>tray are 10.25, not the center of the mounting bolts.
>>So is that correct?  Is it 10.250 from center bolt to
>>center bolt or is that the inside dimension of the
>>tray?  Take a quick look at the plans and let me know.
>>I finished my tray today and I went 10.25 from center
>>bolt to center bolt.  I hope I don't have to make
>>another one.
>
> I just checked my block:
>
> Fore to Aft, center of hole to center of hole:  10.125"
>
> Left to Right, center of hole to center of hole:  10.250"
>
> Allen G. Wiesner  KR-2SS/TD S/N 1118
> 65 Franklin Street
> Ansonia, CT  06401-1240
>
> (203) 732-0508
>
> flash...@usadatanet.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:Bill Clapp/ e-mail bounce

[M & C]

Bill Clapp, could you E-Mail me off line or call me at 573-579-3146. E-Mails 
I have sent to you keep bouncing back. I've left phone messages but none 
have been returned.

Mike Turner
Jackson Missouri
Swing the prop and light the fire, dance amoung the stars.N642MC

KR> Wicks Aircraft

[M & C]

I went to Wicks Tuesday to pick up supplies for my KR but didn't check the 
sack they put stuff in. I opened it yesterday to find that a lot of stuff 
was missing. I called them yesterday afternoon and read off a list of stuff 
missing. They said they would take care of it. Boy did they ever take care 
of it!!  About 4pm this afternoon UPS showed up with my missing stuff!! What 
a company!!! I have never gotten that kind of service from from any other 
company ever

Mike Turner
Jackson Missouri
Swing the prop and light the fire, dance amoung the stars.N642MC

KR> Wanting Plans KR2S

[Wood, Sidney M (Titan) @ TITAN]

Dan Freeman wrote ...If Rand Robbinson no longer respondes to orders to 
purchase plans or parts as some are suggesting..., 



I spoke with Jeannette Rand at the gathering regarding potential
customers not being able to get in touch with her.  She said, "I put
four or five sets of plans in the mail every week.  Most of them are for
KR-1.  I sell more of these now than the KR-2S."  I asked about
returning telephone calls.  She said, "I cannot afford the long distance
telephone bills with this kind of business.  I have a fax for orders."
During our conversation standing out on the ramp, she asked me how I got
my KR-2 plans.  I said, "I sent you a letter with my check and a few
weeks later the postman delivered my plans."  "There, she said, now how
hard was that?"



Sid Wood

Tri-gear KR-2 N6242

Mechanicsville, MD USA

KR> VW Propeller

[Wood, Sidney M (Titan) @ TITAN]

I just received my 52 x 52 propeller from Ed Sterba for my VW 2180.  It
weighs 4.495 pounds.  Cost was $207.50 deposit and $207.50 on delivery
includes shipping.  Personal checks for payments work just fine.

I cannot bolt it on until I hang the engine and cannot hang the engine
until I finish painting.

Now I know why some fly it before they paint it.



Sid Wood

Tri-gear KR-2 N6242

Mechanicsville, MD USA

KR> UV SmoothPrime

[Wood, Sidney M (Titan) @ TITAN]

I got this guest book message on my website
http://websites.expercraft.com/sidwood/  on 24 September 2006:



Friendly Advice has signed your ExperCraft guest book
with the following note:
Great website.  This is a huge state, but I would humbly suggest
removing all of your Smoothprime at this time.  Myself (and many/all
others) who have used this product have had it peel off in less than a
few years (mine in less than 1 year).  Please search around the net to
confirm this information.  It would be better (easier) for you to do
this now than after your project is complete.  I like Jeff and really
wish the product had worked, but instead I have a plane with paint
peeling off in sheets all over the place.  I don't have the time to
refinish it now, so I'm stuck with a gawd aweful paintjob in need of a
few hundred hours work.  Jeff has provided replacement products to some
customers at no cost, I haven't barked at him yet (waiting for time to
repaint, but I've taken pictures from day #1).



Anyone know anything about UV SmoothPrime failure?

Sid Wood

KR-2 N6242

Mechanicsville, MD USA

KR> UV SmoothPrime

[Wood, Sidney M (Titan) @ TITAN]

Guest book message on my website http://websites.expercraft.com/sidwood/
on 24 September 2006:



...Anyone know anything about UV SmoothPrime failure?



Here is the reply from PolyFiber:

Subject: Re: PolyFiber Tech Request



Sid,

 We have had sporadic adhesion problems with Top Gloss waterborne
topcoat paint when applied directly over Smooth Prime or UV Smooth
Prime.   These problems however, have not been consistent; there are
aircraft with this system now years old with no problems.   UV Smooth
Prime has never had an adhesion problem, in fact, it is still used
widely by builders today, however we suggest they overcoat Smooth Prime
with epoxy primer and polyurethane paint.

 Jon



Jon Goldenbaum is the president of PolyFiber.  They have discontinued
Top Gloss.

My conclusion is: My paint job on my KR-2 is good to go.

Sid Wood

KR-2 N6242

Mechanicsville, MD USA

KR> elevator mass balance

[Wood, Sidney M (Titan) @ TITAN]

Here is my elevator mass balance arrangement
http://websites.expercraft.com/sidwood/index.php?q=log_entry_id=7739
Click on the pics for larger download.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA

KR> jacking a KR

[Wood, Sidney M (Titan) @ TITAN]

I took Tony Bengalis advice as suggested in his Aircraft Construction
book.  I built in jacking hard points bolted to the inner WAF of the
stub wing.
The hard point is a permanent part of the stub wing and faired smooth
with the lower wing surface.  Each hard point has a 10-32 stop nut
riveted inside to attach the jack pad, similar to a Navion. 
Ever wonder why real aircraft jacks have a concave head at the top of
the ram?

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD USA
sidney.w...@l-3com.com

KR> Flaps

[Wood, Sidney M (Titan) @ TITAN]

My KR-2 has 6061 aluminum flanges for the flap bellcranks.  I found them in the 
local True Value Hardware store.
I drilled a 3/16-inch hole through the flange and ¾-inch aluminum tube to bolt 
them in place.

Sid Wood
KR-2 N6242
Mechanicsville, MD, USA

That is pretty much what I have in mind, except I would like to find (or 
make) an aluminum flange to replace the clamp collars, then glue AND rivet 
that flange to both the torque tube and the bellcranks. The tube stops 
could be made the same way.

Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France

KR> Flaps

[Wood, Sidney M (Titan) @ TITAN]

The flanges were intended to be the base plate for a hand rail
constructed with aluminum tubes.  There were 4 holes in the flat part to
bolt to the floor. A single set screw
secured the aluminum tube; I drilled that out and through the tube and
fastened with an AN3 bolt and lock nut.  The arm for the bell crank is
bolted across the flat of the flange with (2) AN3 bolts. 
Hardware stores also have similar flanges in galvanized steel threaded
for steel water pipe.  These are massive compared to the aluminum
flanges.
Sid Wood
KR-2 N6242
Mechanicsville, MD, USA

What use were they sold for, exactly? (what application)
Serge


My KR-2 has 6061 aluminum flanges for the flap bell cranks.  I found
them 
in the local True Value Hardware store.
Sid Wood

That is pretty much what I have in mind, except I would like to find (or

make) an aluminum flange to replace the clamp collars, then glue AND
rivet 
that flange to both the torque tube and the bell cranks. The tube stops 
could be made the same way.

Serge Vidal
KR2 "Kilimanjaro Cloud"
Paris, France