Re: KRnet> Landing at Idle Re: Landing at Idle
Todd Thelin wrote: "I often wonder though if we are training ourselves for an unrealistic feel for how to set up for an engine failure. I imagine that the engine produces a different amount of drag when idling than it does when either totally stopped or when windmilling. I have not experimented with either scenario, as I don't consider myself a test pilot, but it does make me wonder." --- I did that glide and windmilling testing back in 2006, and for our little bitty wooden props, it makes no measurable difference whether idling or stopped. And they don't windmill at all, even if you put it in a very steep dive, at least not my little Sterba and Sensenich props. See http://www.n56ml.com/performance/ for more details about best climb, best glide, etc at http://www.n56ml.com/performance/ . Start at the top and read it all, and you'll likely be better armed for an "unplanned gliding experience"of which I've had more than my fair share! I guess that makes me a test pilot. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL On 11/3/2024 2:25 PM, Todd Thelin via KRnet wrote: Mark, I also use the same technique in my KR2S of throttling back to idle, once I feel the airport is made I and landing without touching the throttle. This seems very natural to me as I learned to fly in gliders, where we didn't have a throttle to distract us, and also developed slipping skills to adjust our rate of descent on final as necessary. I usually end up higher and faster than planned for, but better than lower than slower. :) I often wonder though if we are training ourselves for an unrealistic feel for how to set up for an engine failure. I imagine that the engine produces a different amount of drag when idling than it does when either totally stopped or when windmilling. I have not experimented with either scenario, as I don't consider myself a test pilot, but it does make me wonder. Just to chime in on the Tri-cycle gear v. Tail-wheel subject, I have only ever a KR2S with a tail-wheel. So maybe I don't know what I'm missing, but it seems both a very stable platform, and has never given me any reason for concern on landings. I have always wondered at the pilots I have seen paddling their rudders like crazy as they touch down, and wondered why? It seems natural to me to only use enough input to keep you straight down the center line. I fly other fixed wing aircraft that have nose wheels on them and agree that they are also very docile on landing and don't require much input either to track straight down the center line, but it seems they are over rated to me. It's just a matter of learning each machine. Kind of like how so many youngsters these days think a standard transmission car is hard to drive. It's just different. Once you learn it, you do it without thinking. Cheers, Todd Thelin Spanaway, WA On Sunday, November 3, 2024 at 11:28:44 AM PST, Mark Langford wrote: Joe Horton wrote: I recently spoke to a long time builder that has seen the light and converted to trigear. If the fuselage is not been built as a stretched length I would seriouly consider changing to a fixed Trigear configuration for ground handling and landing safety. - Joe may be talking about me. I was all about top speed and fuel economy while I was building my KR2S, and I went with a taildragger setup toward that end. it wasn't bad from a ground handling standpoint, but still required getting used to and "flying it all the way to the chocks". Then I bought Jim Faughn's KR2 taildragger N891JF, and it was downright squirrelly on the runway, and I've lost it a few times, especially on our very narrow runway. And I've knocked down a few runway lights! Then I bought Joe's tri-gear KR2S N357CJ, and it was amazingly tame during landinga total non-event! Rather than requiring constant input to keep from running off our narrow runway, it was not only controllable, but it was right down the center line, with no action required! A total non-event. It's down at the moment for some routine firewall forward work, but I'll have it flying again shortly. I've also discovered that I rarely fly either KR wide open.I'm just more into fuel economy and engine longevity than I am in bragging about how fast I can get somewhere. I just leave a little earlier! I go full throttle on climbout from the runway, then throttle back a bit to climb to my usual 9500' or 10,000" cruise altitude. After that, I throttle back a little more and enjoy the view. About the only time I increase throttle after that is to get over some clouds that I can't dodge otherwise. When I get ready to land, I pull the throttle back to idle at what I think will barely get me on the runway (even if the airpo
Re: KRnet> new builder from France
Joe Horton wrote: I recently spoke to a long time builder that has seen the light and converted to trigear. If the fuselage is not been built as a stretched length I would seriouly consider changing to a fixed Trigear configuration for ground handling and landing safety. - Joe may be talking about me. I was all about top speed and fuel economy while I was building my KR2S, and I went with a taildragger setup toward that end. it wasn't bad from a ground handling standpoint, but still required getting used to and "flying it all the way to the chocks". Then I bought Jim Faughn's KR2 taildragger N891JF, and it was downright squirrelly on the runway, and I've lost it a few times, especially on our very narrow runway. And I've knocked down a few runway lights! Then I bought Joe's tri-gear KR2S N357CJ, and it was amazingly tame during landinga total non-event! Rather than requiring constant input to keep from running off our narrow runway, it was not only controllable, but it was right down the center line, with no action required! A total non-event. It's down at the moment for some routine firewall forward work, but I'll have it flying again shortly. I've also discovered that I rarely fly either KR wide open.I'm just more into fuel economy and engine longevity than I am in bragging about how fast I can get somewhere. I just leave a little earlier! I go full throttle on climbout from the runway, then throttle back a bit to climb to my usual 9500' or 10,000" cruise altitude. After that, I throttle back a little more and enjoy the view. About the only time I increase throttle after that is to get over some clouds that I can't dodge otherwise. When I get ready to land, I pull the throttle back to idle at what I think will barely get me on the runway (even if the airport is several miles away), and practice an emergency landing. I do my best to glide all the way in without power (just idling), and if I'm too high I slip the crap out of it as far as I need tosometimes within a few feet of touchdown. All of my landings are done at idle. This constant practice gives me experience regarding how far I can glide from a given altitude, and still do a decent landing, just in case the engine croaks. It happens.. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Need expertise from the KR gurus
Hi Adam. Do you have wing tanks? Aluminum? Just a thought. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Oct 25, 2024, at 6:16 PM, Adam Deem via KRnet wrote: > > Yesterday while doing wind-up turns for testing, I heard a slight pop sound > at exactly 2.5G and returned for inspection. My right wing, apparently in > the stub wing makes a slight pop like there is something sticking and tension > releasing when the wing is lifted and then pushed down again. I inspected the > spar faces, wing attach brackets, and checked bolt torque and all appears > normal. The airplane flew normally and there was no indication of > overstress. When flexing the wing up and down if definitely seems like > something in the wing is building a little tension and releasing it in a > slight pop. Anyone experience this in your KR? > > Adam > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Solar KR ???
The resolution is low so you may not be able to see the solar panel on the wing tips and on top of the turtle deck. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Oct 15, 2024, at 9:21 PM, Mark Jones wrote: > > > > Mark Jones > Oldsmar, Fl > > N771MJ “WunderBird” > www.flykr2s.com > flyk...@gmail.com > > -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Solar KR ???
Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> KR Trivia
Who knows what method of painting Pete Brautigam used on that beautiful bird he built.? Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> KR Gathering
19 DAYS Are you going to be there? 🛩️ Mark Jones (WunderBird N771MJ) (Deer Slayer N886MJ) Oldsmar, FL flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> HOW MANY DAYS
25 Are you going to be there? 🛩️ Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR high speed taxi test
Joe Horton wrote: >>I did probably 100 taxi runs on 357CJ. I never ever thought that it was about handling after a couple runs. It was about the engine. I had originally built a snorkel for the fresh air to carb and it was not the right thing to do but only became known by high speed taxing. If I would have taken off in the original configuration I most certainly would have been a statistic. If I would have taken off in the original configuration I most certainly would have been a statistic << To clarify this a bit, I think what Joe was referring to was the Aerocarb ACV-C05, which is a gravity feed carb, and the gravity feed is negatively impacted by ram air. I had a similar experience with the Faughn KR2, which had a gravity feed Posa carb, and ram air. When I flew to Omaha to pick it up, I spent hours trying to decipher exactly how to keep it running at takeoff RPM, because the mixture knob would kill the engine at several different positions, even full rich! And at full throttle, the engine would quit! And once flying, it had to be adjusted again to maintain RPM, as incoming ram air pressure had changed. It was a matter of slowly moving mixture and throttle knobs around to find a sweet spot where max power was developed, and since full throttle didn't work, I didn't have the luxury of the VW's "full power"! This got very dicey when I took off over the nearby highway, and even with the long runway, I was concerned about hitting the top of an 18-wheeler because I didn't have much altitude! Once I got up to cruise altitude, I learned a lot more about the mixture/throttle settings, and how badly I needed to install some trim tabs on aileron and rudder. Once I got home, I didn't fly it again until I had an Ellison carb on it, which is not a gravity feed carb, and is pretty normal and predictable by comparison. Don't do what I did.bring a trailer with you if you buy an airplane that's been sitting and the owner can't demonstrate full takeoff power to you! Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Drury Inn discount code
Just booked the Drury. Easy peasy. See you guys in 32 days! Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com On Wed, Jul 24, 2024 at 6:31 PM Larry Flesner via KRnet < krnet@list.krnet.org> wrote: > > On 7/24/2024 5:02 PM, Jeff Scott wrote: > > The discount falls under SRT Aviation (the FBO at Mt Vernon), and it > > will be helpful if you give them the discount code 318724 to get the > > discount. Once applied, I got a double room for $112/ night. > > > + > > Jeff, thanks for adding that info. I was not given that code, just > "aviation discount". I'm sure SRT Aviation at the airport would > appreciate a thank you for the motel discount when you purchase fuel. > What you save at the motel you can spend on fuel. > > Larry Flesner > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet > -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR high speed taxi test
Let’s reiterate on this. I have done both high speed taxi tests with wings on and wings off. If you are doing this wings off, remember that the stub wings create enough lift to pull you off the runway without ailerons. Be careful out there. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Aug 9, 2024, at 7:16 PM, Larry Flesner via KRnet > wrote: > > > > > On 8/9/2024 2:31 PM, Ray_pilot via KRnet wrote: >> I had always thought you were supposed to high speed taxi test. Never >> thought it was an option. >> And we can guess forever if it is smart or not. >> For me, I am getting closer, but we do have a professional at our airport >> and he will do the first flight. If anything goes wrong he has a better >> shot of handling it than I would. >> I will do taxi testing and maybe some hops, but not a flight off the >> airport. Not the first one. >> Ray_pilot >> New Orleans >> > I don't recall anyone suggesting not to do high speed taxi test. My > observation has always been "do high speed taxi test to determine > control-ability of the aircraft up to lift off speed, maybe two or three > runs." Anything beyond that I consider "practice" and not "testing" and any > "practice time" is simply additional safety exposure. If you need "practice" > time, your suggestion of having a more qualified pilot do the first flight is > good advise. > > Everyone makes their own determination on whether they are qualified to do > first flight. Some times it works out, sometimes it doesn't. Without > checking the records I seem to recall an accident will most likely occur on > landing and / or "crow hops" rather than takeoff . > > Go with what makes you feel good, until it doesn't feel good any more. 🙂 > > Larry Flesner > > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Memorial flight
Rich Parker wrote: << I believe Joe is going to deliver the ashes to Mark Langford to bring to the gathering as I am not able to attend. >> Yes, I talked to Joe a few weeks ago, and assured him Dave's ashes would see a lot of KR air time at the KR Gathering. There are a lot of KRs at the Gathering, and some fly a LOT, so hopefully we can have him clocking lots of KR hours. After the Gathering, I'll spread them around somewhere appropriate, given that the Swift has "slide down" windows, unless somebody at the Gathering has a KR that has that capability. I haven't received them yet, but I'll ping him again as a reminder. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> KR time and update
In "KR Wheel Fire Write Up" Larry Flesner wrote: >>With Mark having more than 1000 hours of KR time and surviving 3 off airport landings (that he has told us about), no one is going to question his ability to fly a KR..<< It's actually about 1800 KR hours, but I'm a pretty slow learner, so maybe 100 hours is a better description of my KR skill level. I have another 175 hours in the Swift, as well as Cessnas, Champs, and other stuff I've rented or done biennial flight reviews in. I think three off-airport landings is about right, with three more "dead-stick" onto runways. It would only be two "off airport" if the airport on the sectional south of OSH hadn't been sold and planted in 7' tall corn since the last sectional update! That was the only airport anywhere around that I could make, given the low altitude required while leaving OSH during the "the show". I-65 during rush hour was the first one, and the easiest one! Just overfly the traffic low (with some extra speed) so they all see you and slow down and stop, and then land really close to the rear of the car at the end of the traffic ahead.and hope nobody's beneath you! Come to a stop, back the plane off the road, and let the traffic go by. That one was due to a broken crankshaft, as well as a few more, so you'd be CRAZY to take any kind of advice from me regarding engines! This kind of stuff is why you should practice slips to bleed off speed when you have to. And folks with a wide and long runway should be practicing using the least amount of runway possible, in case of short "foreign" runways, or something like a highway or field landing. And this is another reason you should be practicing stalls at various attitudes, so you'll know what your minimum speed is during "just such an emergency" (a Foghorn Leghorn quote) - "Fortunately, I keep my feathers numbered, for just such an emergency!" I still find it challenging to land the KR2 on our 40' wide runway, mainly because I keep the nose way up to slow down quickly enough to get it stopped by the far end, so the cowling blocks my view. I never know exactly where I'm going to touch down on the runway, since it's so narrow I can't even see it or the edges once flared. I try to "slip it in" almost all the way to the ground to move the nose over to the right while bleeding off speed, but timing is everything..gotta make sure I'm straightened out before touch down, or things get a little crazy! Checking the logbook, I have right at 4200 landings. I practice a lot! And there's also the fact that the Rand Robinson KR2 bubble canopy is so tight that I can't lean my head far enough left to see the runway when I'm still 20' up...or probably even 10' high. Given the relatively low speed and nose up attitude, I almost always three point it on this runway.I just plop it down there. For that reason, I don't put any more than 25 psi of air in the tires. If I land any faster I risk running out of runway. Outward visibility would be a lot better with a Dragonfly canopy on it instead. Yes, the Dragonfly canopy is wider than the KR2 fuselage, but that allows the builder to pull the bottom mating surfaces inward for a nice fit to the fuselage, and DOES leave extra room out the sides so you can lean your head out a bit further for a better view of the runway. It also provides a much better view at the lower front corners of the canopy, something the bubble just can't do due to its curvature at those corners. I know this first hand because Jim Hill put a Dragonfly canopy on his KR2, and it had a much better view out than the bubble. I'm hoping to weld up an exhaust system for N891JF (the KR2) soon, so I can fly it to the Gathering. The previous exhaust fell apart when I removed it to rebuild the VW engine. The VW's been finished and installed for months,, so it's a matter of welding up this exhaust system. The Revmaster exhaust doesn't have a prayer of fitting this particular KR2, so I'll have to build it from scratch from stainless steeltime consuming and a very big pain in the butt! We'll see how it goes. If anybody has a GPASC four into one exhaust system they'd sell, let me know offline! Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR Wheel Fire Write Up
I guess I'll throw in my 2 cents worth on this. When I was getting ready to fly N56ML for the first time, I did a LOT of high speed taxi tests at a nearby airport with a 6500' runway, 100' wide, KMDQ. I trailered the plane there from home and kept it under a "plane-port" that was only $70 a month. I knew I wouldn't need to be there for longless than the month. That big runway gave me plenty of room to get the tail up, feel out the controls and learn how to maneuver the plane on the ground.something handy to know for a first flight, for example. Full throttle, tail up, track straight down the centerline to about halfway down the runway, then back off the throttle to practice letting the tail down gently. If I'd lost it, I had plenty of room to catch it before I'd hit the runway lights way off to the side. Fortunately, I never lost it, at least not bad enough that I remember. I did a crazy number of these high speed taxi runs, something like sixty of them, in crosswinds and other conditions. Toward the end, I was keeping up with how many feet it took get it stopped, from chopping the throttle to full stop, just for the data points. With that much runway, I never had to use much brakes, although I also practiced braking with the tail up. If there was no traffic there, I'd do a high speed test in one direction and then go back the other way doing the same antics. I didn't have wheel pants installed at the time, not because of the threat of fire (I don't think that was on my radar at the time), but to save the brake pads from excessive wear. When I felt proficient enough, I flew it to my new "home" airport (M38) a few miles away, to land on the 2600' long, 40' wide runwaywith a displaced threshold and tall trees at one end, and a plowed field on the other. Runway lights are only 20' off the edge of the runway. I know, because I've knocked a few down over the years.there's a reason I've been maintaining those lights and the beacon every since, even though I'm not dumb enough to fly at night! I still find it challenging to land the KR2 on that narrow runway, mainly because I have to have the nose way up to slow down quickly enough to get it stopped by the far end, so I never know exactly where I'm going to touch down on the runway, since it's so narrow I can't even see it or the edges once flared. My point is that high speed taxi testing has a very useful purpose, and may save your newly minted plane from untimely destruction before you ever get to experience the joy of flying it. But yes, don't do a huge amount of hard braking with wheel pants on the plane (with 20/20 hindsight). And I always carry a small aircraft fire extinguisher. It saved my plane once when I burned a hole through an oil line, lost all my oil 12 miles from the airport. When I landed there was oil all over the engine and exhaust, and it was on fire! So a Phillips screwdriver to remove cowling screws is also very handy to keep in the plane. This story is also a reminder that a VDO "low oil pressure switch" from a VW or similar. Without that "ultra bright" red flashing LED in front of my face and the pulsing beeper, I'd probably not have noticed the oil pressure gauge was reading zero until the prop stopped, which it did during rollout! Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR high speed taxi test
I am at that stage of high speed taxi testing. I thought I had my brakes corrected from the insufficient performance during my first taxis. I went as far as buying new Matco cylinders and installing those. Went for taxi test yesterday and the brakes are still out of whack. I have determined the cables are too long and need to be shortened an inch or two. Personally I would not exclude high speed taxis from the testing phase. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Jul 30, 2024, at 1:24 AM, MS wrote: > > > There's nothing wrong with ground evaluations when getting to know a freshly > built airplane . . . although I've gotten familiar with any number of > airplanes in my long life and never felt the need to do HSTT's. I would have > been looked upon as something of an idiot in fact, had I tried such antics. > > > There are ways to find or diagnose engine problems without racing down a > runway without the intention to take off. Is it too obvious to mention there > would have been no brake fluid fire on Larry's plane had the plane been > operated in a more thoughtful way? Aside from low speed initial evaluations > of gear tracking and braking with freshly-built aircraft, most HSTT's are > performed by guys thinking they are familiarizing themselves with a new > airplane they are a bit afraid of and unexpectedly finding themselves in the > air or blown off the runway by a gust. They panic, try to force the airplane > back on the runway then lose control and damage the plane. Or they find > themselves in the weeds (or worse) having run off the end of the runway. > > Re brakes, any experienced A&P who regularly services aircraft can easily > tell whether the airplane has been operated by pilots or drivers. Many fine > pilots are drivers of course . . . I've just found in my own life that the > less I use brakes the more skillful I've become. > > I shouldn't have commented on the brake fire. I had no idea it would stir > controversy since most of us are all grown up and have seen enough examples > of poor airmanship to know what works and what doesn't. I'll leave the topic > alone. > > Provecho, > > Mike Stirewalt > KSEE > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Welcome to Brian, James & Ray!
I hate to say this but WunderBird will not make the gathering this year. She has not made her first flight yet. During taxi testing the brakes were insufficient and I just finished instilling a new system. Also, right now I have to install and remove the wings every time I fly it until I get a full size hangar. I’m in a gyrocopter hangar right now. Probably won’t get a full sized hangar until January. Some are being built that I’m on the list for. Hangars here have an average of a four to five year wait list. I’ve been on the lists over four years Mark JonesOldsmar, FlN771MJ “WunderBird”www.flykr2s.comflyk...@gmail.comOn Jul 26, 2024, at 2:16 PM, k...@bouyea.net wrote:47 Days until the KR Gathering returns to Mt. VernonWelcome to the 3 latest people to file their travel plans joining us at the event; Brian, James & Ray. See the list of attendees at the [Attendee List] link on https://krgathering.net I’m working on getting N133RM ready for the trip. I hope you are making progress on your airplane or KR project.Looking forward to seeing at least 1 new airplane. Nudge nudge Luis & Mark J…PS If you ordered hats or shirts before July 19th, the first order of 2024 hats ships today directly to the event. Shirts follow along shortly after. Don’t worry though, there’s still time to place you order through the [Register to Attend] link on the web site above. All items must be picked up at the event! Thanks.John BouyeaKR-2S/ OR81/ Hillsboro, OR2015 - 2024 KRGathering.net Web Guy -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Gathering needs
Jeff Scott wrote: >> I'm sure that if there is interest, Mark and I could likely stand up front and do an engine Q&A as we have done a few times in the past. (Hope Mark doesn't mind me volunteering him!)<< Sure, I can talk all day about Corvair and VW engines. And I'm pretty experienced at "dead stick" landingsentirely because of Corvair and VW engines, so I can talk about that and how I plan ahead for off-airport landings, if desired. My last dead stick landing (south of Oshkosh) I had the grass strip made, until I got there and found most of it was planted in corn! Hopefully the sectionals have been updated since then. Right now my "Faughn KR2" is still not flying because I haven't started building a new exhaust system for it (the Revmaster exhaust didn't fit for a lot of reasons), and I've been concentrating on getting my Swift back in the air. We flew the Swift a couple of weeks ago, but at the moment the the prop is out being refurbished, expected to be done in a week or two. I'm also still working on the "Horton KR2S", which I've had apart for way too long, but am actively working on also. So I'll likely show up in the Swift, or maybe I'll have the usual KR2 up and running by then. I need to attend a seminar on "How to concentrate on one single project and stick to it until it's FINISHED", so are there any behavioral experts out there who want to give that seminar? Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> 2024 Gathering
Mark Jones wrote: >>67 days to go till the Gathering.<< And see https://www.krgathering.net/ to register, on the left in blue "register to attend" . Nothing binding, no cost, just an indicator of who might be there and when. Thanks to John Bouyea for running this website. This also reminds me to update the KRnet.org website to reflect the 2024 Gathering dates. I thought I'd done that, but apparently not. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> 2024 Gathering
67 days to go till the Gathering. 11 people registered to attend Really? Can't we do better than that? Only 7 planes so far? And that is if I get WonderBird through the test flight stage before the gathering. Please get registered asap. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mixture Cable
> Dave Waller wrote: > > “The throttle quad does not come with the mixture cable and knob. They > recommend A-700 Button Lock. The mixture cable is more expensive than the > quadrant??? What is so special about these buggers? Do I just pony up the > $118 and move on with the next step?” ———- I have the A-700, and I think it’s worth it. I previously used something without a lock but it was too easy to move unintentionally, and didn’t always stay where I put it. Mark Langford m...@n56ml.com > -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Battery follow up
As a follow up to my Lipo battery issue: I installed an Odyssey agm PC680 yesterday and ran the engine almost an hour with no issues. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Lipo Battery
I agree. I ordered my Odyssey yesterday and it arrived today. Glad this happened on the ground and not in the air. Mark JonesOldsmar, FlN771MJ “WunderBird”www.flykr2s.comflyk...@gmail.comOn Jun 13, 2024, at 2:14 PM, shafferj45...@twc.com wrote:Hi Mark. I am using an Odyssey Battery, in my KR. A battery that shuts itself off, is not for me or my KR, electronic ignition or not .John Shaffer 455JS-From: "mark jones via KRnet" To: "KRnet"Cc: "mark jones"Sent: Wednesday June 12 2024 9:14:12AMSubject: KRnet> Lipo Battery Yesterday I was doing a taxi test and had the following happen more than once. This scares me enough that I am now very hesitant to use a Lipo with BMS. After about five minutes of taxi, my engine shut off as if the ignition switch had been shut off. There was absolutely no power at the ignition switch. The BMS took over and shut the system down. After about 10 minutes, The battery came back to life and she started right up. Only to again shut down after a few minutes of running. Why is this happening? Is it due to the Dynamo? Why wouldn't my engine keep running just off the Dynamo. Does the BMS somehow disable the entire system? I am feeling like Larry Flesner said. I think I too will only fly with AGM batteries. Seems this BMS in Lipo batteries is a source of failure we do not need. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> How Many Days?
Yep, that's right. For you older guys like me you will remember these emails from when we were first time builders. There ARE ONLY 91 days till the Gathering. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Lipo Battery
Yesterday I was doing a taxi test and had the following happen more than once. This scares me enough that I am now very hesitant to use a Lipo with BMS. After about five minutes of taxi, my engine shut off as if the ignition switch had been shut off. There was absolutely no power at the ignition switch. The BMS took over and shut the system down. After about 10 minutes, The battery came back to life and she started right up. Only to again shut down after a few minutes of running. Why is this happening? Is it due to the Dynamo? Why wouldn't my engine keep running just off the Dynamo. Does the BMS somehow disable the entire system? I am feeling like Larry Flesner said. I think I too will only fly with AGM batteries. Seems this BMS in Lipo batteries is a source of failure we do not need. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Fuel pumps.
Mine are the 40108. The reason I’m asking is that one of the two has failed and I need to replace it. The testing phase after airworthiness certification has found this problem and also some brake issues so I’m installing new brake masters. Mark JonesOldsmar, FlN771MJ “WunderBird”www.flykr2s.comflyk...@gmail.comOn Jun 11, 2024, at 10:22 PM, The Leonards via KRnet wrote:Mark I look at your link to your fuel system and went to Facet website, I see the 40108 is no longer listed.Also not listed on AS&S either just wondering what model Facet pump you are now using?. Peter From: KRnet [mailto:krnet-boun...@list.krnet.org] On Behalf Of Mark LangfordSent: Wednesday, 12 June 2024 11:45 AMTo: krnet@list.krnet.orgSubject: Re: KRnet> Fuel pumps. After reading through my "fuel system" website at http://www.n56ml.com/fuel/index.html , I'd advise the newbies to read up on it. I think there are some real gems in there, as well as a schematic of the system, including part numbers, etc. I recreated it on N891JF, with the exception of the bypass, and it's worked fine as well. Speaking of N891JF, the VW engine is rebuilt and it's just waiting on me to build another exhaust system for it (which I dread), so it's on the back burner. Meanwhile, the Swift is now ready to flyjust waiting on my Swift owner flight instructor to work me in to his schedule and fly around with me first for some reminders of the nuances of flying the much larger retractable Swift. And I'm working daily on Joe's Corvair powered KR2S N357CJ to get it flying again ASAP.Mark Langfordm...@n56ml.comhttp://www.n56ml.comHuntsville, AL -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Fuel pumps.
After reading through my "fuel system" website at http://www.n56ml.com/fuel/index.html , I'd advise the newbies to read up on it. I think there are some real gems in there, as well as a schematic of the system, including part numbers, etc. I recreated it on N891JF, with the exception of the bypass, and it's worked fine as well. Speaking of N891JF, the VW engine is rebuilt and it's just waiting on me to build another exhaust system for it (which I dread), so it's on the back burner. Meanwhile, the Swift is now ready to flyjust waiting on my Swift owner flight instructor to work me in to his schedule and fly around with me first for some reminders of the nuances of flying the much larger retractable Swift. And I'm working daily on Joe's Corvair powered KR2S N357CJ to get it flying again ASAP. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Fuel pumps.
Mark Jones wrote: "Just curious guys, has anyone found better and quieter fuel pumps than the Facet." Facet also makes a cylindrical rotary pump, if it bothers you that much. I've had one in some incarnation of one of my KR or cars, and they are pretty quiet by comparison. But they are about twice as wide and overall larger than the cube pump. I don't mind the clattering of the cube pump.it's only loud and annoying (to me) when the fuel is turned off, and there's no fuel in it to "buffer" the clattering into an assuring clicking noise. So to me, it's a warning signal that the pump has no fuel, and that I'm tardy opening the fuel tank petcock. Look up "cylindrical Facet fuel pump" and you'll find them at Amazon and even the NAPA parts store.at three times the price of the cube pump. I use two Facet pumps in series with a pressure regulator, controlled by a Left-Right toggle switch to chose the one I want, leaving one as the backup. Of course there's also a "last-ditch" fuel filter at the inlet of the pair. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Fuel pumps.
Just curious guys, has anyone found better and quieter fuel pumps than the Facet. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Battery
Learn something every day. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On May 15, 2024, at 5:05 PM, Larry Flesner via KRnet > wrote: > > > > > On 5/15/2024 3:26 PM, Mark Jones via KRnet wrote: >> Some batteries are now coming with a built in BMS. Battery maintenance >> system. Mine has one and I have already seen it work. It will not allow the >> battery to discharge past a certain point. There is an internal cut off >> switch. I was draining my battery by cranking the engine with fuel valve >> off ( by mistake) and all of a sudden I had no battery power. Ten seconds >> later it came back up but needed charging. Slapped a lipo smart charger on >> there and it’s good as new. >> >> Mark Jones >> Oldsmar, Fl > + > > All "rechargeable" lithium batteries have a circuit board that monitors > charging, discharging,and temperature too hot /cold. Even the small > rechargeable cells similar to an "A" size battery will have a mini ckt brd > the size of your pinky fingernail, usually concealed under wrap on the + > end. Your lithium powered drill can drive a 3" screw in to solid oak and the > next time you pull the trigger it's dead. The CKT BRD will not allow it to > discharge below a specific voltage level (30% ?) or the charger will not turn > on to recharge the pack. Any multi-cell pack will be monitored for balanced > cell charging. Pack too hot or too cold and you get a "bad pack" flashing > light. The technology of these battery packs, yes your 12 volt battery is > still a pack, multi-cells, that is in no way similar to the black plastic > containers with lead plates and acid and you must insure they are compatible > with the system in which they are installed. Each type of battery has it's > own unique characteristics / requirements / failure modes. Know what they > are and proceed accordingly. > > Here is a photo of a simple little 3 -18650 cell pack and the ckt board (BMS) > . Your 18 volt drill pack will have 6 of these cells. > > Larry Flesner > > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Battery
Some batteries are now coming with a built in BMS. Battery maintenance system. Mine has one and I have already seen it work. It will not allow the battery to discharge past a certain point. There is an internal cut off switch. I was draining my battery by cranking the engine with fuel valve off ( by mistake) and all of a sudden I had no battery power. Ten seconds later it came back up but needed charging. Slapped a lipo smart charger on there and it’s good as new. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On May 15, 2024, at 3:40 PM, Roger via KRnet wrote: > > I did purchase a charger for my lifopo battery. I have not had any issues. > At the same time, I installed a master “on” idiot light to help prevent > draining the battery. I also installed a light that illuminates when the > battery electronics senses an issue. > Roger > Oklahoma > > Sent from my iPhone > >>> On May 14, 2024, at 10:02 AM, Jeff Scott via KRnet >>> wrote: >>> >> >> >> One note on using the EarthX battery. The EarthX battery typically used for >> aircraft are capable of up to 680 Amps peak draw while cranking and 320 Amps >> continuous. Your starter will draw 125 - 150 amps while cranking. If you >> reference FAA Circular AC 43.13-1B Chapter 11, figure 11-3, Conductors for >> Intermittent flow, you'll find the minimum acceptable wire size for this >> battery and starter combination would be 2 gauge. That would be 2 gauge >> wire from the battery to the master, the master to the starter, and ground >> back to the battery. Also ensure than any terminals are heavy enough and >> properly secured. Anything less and you are looking at starter performance >> issues, wiring overheating, and possibly burned wiring. Additionally, >> depending on the output of your charging system, you need to ensure your >> wire sizing is up to snuff to carry the current for charging the battery as >> well. >> >> -Jeff Scott >> Arkansas Ozarks >> >> -- >> Sent from my Android phone with GMX Mail. Please excuse my brevity. >>> On 5/13/24, 9:55 PM Luis Claudio via KRnet wrote: >>> I've been having battery issues to the point that I am on my second battery >>> (thank you John Schaffer for your help troubleshooting the last one). My >>> engine does not have a magneto, I depend on two electronic ignition modules >>> which then requires me to have a good electrical source along with my >>> alternator... >>> >>> My previous batteries were lawn and garden 330 CCA type, both failed with 6 >>> months of service. I finally bit the bullet and bought an Earth X LiFoPo >>> battery (a little pricy but...) I installed it today and will test it out >>> tomorrow. >>> >>> Does anyone have experience with the Earth X batteries or did I jump from >>> the frying pan into the fire? >>> >>> Luis >>> -- KRnet mailing list KRnet@list.krnet.org >>> https://list.krnet.org/mailman/listinfo/krnet >> -- KRnet mailing list KRnet@list.krnet.org >> https://list.krnet.org/mailman/listinfo/krnet >> -- >> KRnet mailing list >> KRnet@list.krnet.org >> https://list.krnet.org/mailman/listinfo/krnet > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> (no subject)
My KR2S became a real airplane today. She has her airworthiness certificate!!! Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Inspection
Tomorrow is the big day for my airworthiness inspection on WunderBird. Here she is sitting in the hangar waiting on the DAR. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Anybody have a Great Plains exhaust system for sale?
I just finished up the VW engine rebuild on N891JF, and the last step was installing the Revmaster exhaust system. I'd never been convinced this would be trouble free, but it's even worse than I thought. The Revmaster stainless exhaust system simply doesn't even come close to fitting! The issue is that it needs to occupy the same space as the intake system and Ellison "carburetor", and lacks at least 3" of space before I could bolt up to the aft exhaust ports. It's just way too much work, if it's even possible to make all of that stuff fit under that tight cowling, and I don't want to go there. I've built an exhaust system for it before, and it was very time consuming and a real PITA, and even it eventually fell apart, but I may have to do that again..when I have the time. So, anybody have a spare GPASC exhaust system laying around that you'd sell me? Meanwhile, I'm still without a flying machine, and have shifted my focus to the Swift for now, as it'll be the least effort to get flying again, maybe 2-3 weeks, and really just some sanding, painting, and fairing and cowling reinstallation. After I get the Swift flying I'll start working on N357CJ that Joe Horton graciously sold me, and it'll become my main plane. Being without an airplane is kind of like being without a girl friend or a wife.. -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> AS5048 questions.
Rich Parker wrote: >>I've read over Ashok's details on the AS5048 to AS5046 but now I'm trying to figure out the outer rib sizes and locations. Does anyone have a drawing for that or anything that would help me? << See http://www.krnet.org/as504x/templates.html for several versions of the airfoil templates, including the one you mentioned, unless I'm missing something. Free download, just take to Kinko's or the local printing store and have them printed full size. I'm headed out on a trip for the rest of the day. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL On 4/21/2024 8:55 AM, Rich Parker via KRnet wrote:-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Airworthiness Inspection
For those following WunderBird, the airworthiness inspection has been postponed. A few issues popped up that I had to resolve which caused the delay. I am requesting May 13th from the DAR. He has not confirmed yet. Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Wind tunnel data for AS5045 and AS5048
Steve Loebs wrote: >>And that brings me to my question for Mark or anyone else that has the answer. I found your page, Mark, http://www.krnet.org/as504x/design.html and there is some great info there. Do you or anyone else have the raw data from the wind tunnel tests? Is that something that can be shared? << Steve, the only data I can share is on the website that you mentioned above. We took up a KRnet collection to pay for the wind tunnel time, and couldn't afford the luxury or the time frame required to use the high speed wind tunnel. It was decided that was all we could reasonably afford, and that the data gained from the low speed tunnel was sufficient for our purposesit had to be. I don't have the full blown details of the wind tunnel data, and never have, so I can't help you there. As mentioned on the website, the expert opinions were that the tunnel simulation software was "close enough for KR work". It's worth mentioning that there are a LOT of KRs now flying with the new airfoils, and all indications that there is no issue at all with them. Despite all the effort I put into making my N56ML as fast and aerodynamically efficient as possible, I quickly learned to throttle back and save fuel when flying long distances. I still do that today, casually doing around at 140 mph or so, rather than wide open throttle, unless I got a late start and have to run faster. It turns out I enjoy the extra time flying, like the low fuel cost, and spew less lead into the atmosphere. I have to use a bit of 100LL mixed in with ethanol free fuel due to the construction material of N891JF's fuel tank and relatively high compression ratio of the engine. Thanks for the kind words on the KRnet email list and website. m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> I need to unsubscribe from this
-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Freebird progress - Vne
And I should have mentioned that with N56ML, the ailerons were also balanced, but my ailerons were not per the plansthey are hinged in a completely different manner, with a lead-filled 4130 tube in the nose of the aileron, forward of the pivot point, and carefully balanced before installation. And of course, rudder and elevator were not "per plans" either! On the FreeBird front, just in the last few weeks we've been working the optional nose gear design, which will borrow heavily from what Robert Pesak did on his KR2S. See http://www.krnet.org/krs/rpesak/ for more details on that. It's a very simple welded up pivot structure, with no crazy tubing bender required, and far less likely to fail that the previous incarnation, plus it has some damping. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Freebird progress - Vne
Andrew Sanders wrote: >>It's been a while for updates on the progress of Freebird. Could we get a few words on how it's going?<< FreeBird has slowed down for the last few months, but the effort is ongoing. I haven't checked in with the main CAD designer lately, but I'm sure he's still plugging away. The "rendering guy" who created the cool 3D images on the FreeBird site, took a new job that's consuming a lot of his time, so there's another factor. I have no doubt that FreeBird will be finished, but just not as quickly as we'd all like. I'll ping them and report back when I hear. As for Vne, I've had KR2S N56ML up to about 240 mph TASin a dive to lose altitude to land after flying over HSV's airspace. Having said that, the elevator was fully balanced, and the rudder was "aerodynamically balanced". I've dived the "per the plans" KR2 to a bit less than thatI forget the exact number. I'm not recommending ANYBODY try this, but I thought it would be a good data point to know. As others have mentioned, I suspect no real testing was done, just a dose of conservatism for the plans. One item to note about FreeBird is performance specs. Somebody pointed out to me a few months ago that "as published", FreeBird would not meet the MOSAIC rules so that a "Sport Pilot" could fly it. For that reason, the specs will likely be amended, but like the Vne numbers, you are free to test it yourself and make your own decisions... Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Who is the owner of this folding wing KR?
Keith Wiese wrote: >>Any guess why the props were removed?? << If I remember correctly, that plane was hauled in and reassembled for display, and maybe he hadn't gotten around to installing the prop blades yet, or they were missing for some other reason. Given that it had no registration numbers on it, it was apparently not yet ready to fly anyway. If it had tail numbers, it'd be easy to look up on the FAA's website at https://registry.faa.gov/aircraftinquiry/search/nnumberinquiry . It would indeed be interesting to know how he did the folding wings (if they were folding), and if any others have good plans for how that's done on KRs or any other plane, it might be a good addition to the FreeBird plans. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> KR-2 canopy
Hello everyone I'm a new member I'm an old Marine Corps jet mech from the early '70s I used to work on F-4s in the Marine corps. Since getting out I've always been interested in aircraft. I don't fly I just collect memorabilia and keep it around my shop. I recently picked up a kr-2 from an estate sale. It had been sitting almost 30 years. I'm looking for a replacement canopy. I don't need a new one if anyone has one out there, and it is still usable I would appreciate some info on it. I'm over in Mesa Arizona. I hope this posting is okay this is my first post. Thank you -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Empty Garage
What a strange feeling with my plane gone from the garage. It’s the second time I have experienced this feeling. Kind of like having a kid move out. Now Karen can park her car back in the garage. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> VW noise update
Despite appearances, I am making some progress toward remedying the "weird noise" in the VW engine in N891JF. I'm still not exactly sure whether it was excess play in the cam's thrust bearing, or it was excessive gear lash between crank gear and cam gearbecause it had BOTH, and they both sounded very similar. Replacing the cam bearings with a new double thrust cam bearing (the old one was double thrust also) reduced the end play to about .002", which is a big improvement. Next was gear lash, and the cure for that is to replace the cam gear. Sounds easy enough since the engine is completely torn down anyway, but replacing the gear turned problematic. The gear was fastened to the camshaft with three Allen button head bolts . I hate Allen headed bolts, especially in a high torque application, because you're starting out with a practically rounded hole, and the Allen wrench is IFFY at best. I clamped the cam gear in a vise (with "soft jaws") and the first bolt I tried to loosen refused to budge and stripped right out. For the next two, I heated them up with a torch to soften potential Loctite, and hit them with a half inch air powered impact wrench. They reluctantly came out. I then WELDED the impact wrench into the stripped bolt's hole, and while it was still warm enough to loosen the Loctite, I hit it with the impact wrench.and it immediately broke the Allen wrench! Now what? I can't drill the bolt out, because it's so close to a cam lobe that I can't get the drill in there to access it anyway. Then I looked up the strength of those particular bolts, and they are M12.9! I could waste more time breaking drill bits and getting frustrated, or I could just order another camshaft with a new gear and be done with it. That sounds easy, but apparently low end "stump pulling" VW Type 1 camshafts are apparently a thing of the past. I spent a couple of hours trying to find a cam like what I had and found nothing. Years ago, I spent a lot of time researching cams in aircraft applications, and determined the Eagle 2280 to be the best option. I found it in a few places"OUT OF STOCK" with no expected IN STOCK date. I looked at other options, and finally found an Engle W100, which is similar in profile, with only "ONE REMAINING" and pounced on it. It should be here in a few days. A good machinist could probably get that broken bolt out somehow, but they're so busy in this town they don't even answer the phone, and the wait time is equally ridiculous. It never hurts to put a new cam and lifters in it anyway. I'll get it back together eventually. Meanwhile, back to the hangar to finish building a work bench addition.using TORX head screws! -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> It's time.
Good suggestion Larry. Thanks Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Mar 15, 2024, at 11:47 AM, Larry Flesner via KRnet > wrote: > > > > > On 3/15/2024 10:28 AM, mark jones via KRnet wrote: >> N771MJ is scheduled for April 22 airworthiness inspection. >> YeeeHaaaa >> >> Mark Jones (N771MJ) >> Oldsmar, FL >> > Congratulations ! Nice looking bird. My one and only item I noticed is > I'd want a bit more ground clearance on the brake line hose at the wheel. > Perhaps right angle fittings would give several more inches of clearance. > That's a nit so go with what you're comfortable with. I hope you make the > Gathering. > > Larry > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> It's time.
N771MJ is scheduled for April 22 airworthiness inspection. YeeeH Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Dr. Dean's plane
Congratulations Joe. You're the guy that's finally going to finish up "Dr. Dean's plane". So many others had a stab at it and punted, but Joe is going to actually make it happen! I think at one point was even hauled to Alaska and back, if I remember correctly, and lots of places and owners in between. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> little voices
Hi Joe, Those little demons are nasty little guys. On my first KR N886MJ, while I was at 1,000 feet and 13 miles from the airport, the ground wire on my pumps broke. Immediately I had no fuel pressure. Of course I did not find the problem until I was back on the ground. What I did was open the throttle all the way. I had no gravity feed of any kind. The engine kept running at a max rpm of 1600. I could not climb but was able to maintain altitude. Fortunately there was an interstate under me all the way back to the airport if needed. That was one of the most tense times flying 886MJ. Made it back to the airport safely. So, this tells me that the Corvair engine and the Ellison throttle body will suck enough fuel on their own to keep the engine running. You may not be as lucky as I was!!! Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com On Thu, Mar 14, 2024 at 2:11 PM n357cj via KRnet wrote: > Hi guys, > I have been working it pretty hard to finish up the original Dr. Dean boat > that I bought from Eric Pitts back in 2014. I still think that I will have > it together and inspected before summer but I keep taking a step back. The > most recent I am sharing and the story goes While finishing up panel > work and not having had a battery in or trying to turn the engine over in > probably 8 to 10 months I started playing with switches and just testing to > double check my work. In this plane I have a fuel pump since the new elison > actually likes more pressure than I can get from gravity feed (one of my > favorite sayings is gravity never quits). So I flipped the pump switch > (which all worked great when engine runs were done over a year ago) > Nothing happened except the indicator light came on. Flipped back in forth > a couple time and the pump started to run. Then it worked every time. But > that little piece of doubt had been planted in the back of my head. Over > the next couple weeks while chasing all the new tech in the plane and > programing I would flip the pump on every so often .. a couple hesitations > happened and a little more doubt planted. During one of the sessions of > having the panel turned I I noticed that the indicator for the fuel pump > was very dimly lit. The pump did not work. Now it was worthy of figuring > it out. Traced wires, switches and breakers. checked connections and > voltage and grounds. I found nothing to even consider a install issue. Last > option is bad pump. I bought 2 new in 2016 identical and one has failed > with in all likely hood less than 1 hour total time. >I had only installed a primary fuel pump and set up the system to > gravity feed in the event of pump failure. Now I bought 2 more new pumps > and am rebuilding the fuel system to have 2 pumps in line with free flow in > the off position so that gravity is still a 3rd option. But that little > voice in my head had fuel pump failure as my worst dream and now it > happened before I could even get out of the shop. >Maybe we should be doing a high wing FreeBird design so I could > have a good gravity feed system > Joe Horton, > Dr. Deans plane newly registered as N657CJ > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet > -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Sell?
Edward Spyker wrote: >>I’ve been inactive for years and forget if sales are allowed here. << Sure, you're welcome to sell anything that's related to KRs. Please post your address and phone number, or make it available on request, along with photos. What we don't need is a bunch of conversations between seller and buyer online, so once a connection is established, please take it "off-line". Thanks, Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL - On 3/11/2024 5:09 PM, Edward Spyker via KRnet wrote: Giving up the dream fellas. I’ve been inactive for years and forget if sales are allowed here. If not, where’s the best place to post spruce for sale. Prefer local pickup near KDFW. I don’t care to mess with shipping. Thanks Sent from Yahoo Mail for iPhone <https://mail.onelink.me/107872968?pid=nativeplacement&c=Global_Acquisition_YMktg_315_Internal_EmailSignature&af_sub1=Acquisition&af_sub2=Global_YMktg&af_sub3=&af_sub4=10604&af_sub5=EmailSignature__Static_> -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> vw based crankshaft fail
That sure is a long prop extension! This certainly didn't help the life of the crankshaft, and my bet is what was primarily responsible for the departure of the prop. 20-20 hindsight is always pretty good though. In other news, I've finished rebuilding the two cylinder heads from N891JF (with new exhaust valves and reground valve seats) and am headed to the airport to hopefully start reassembling the engine case halves with crank and cam. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL On 3/3/2024 1:58 AM, Chris Prata via KRnet wrote: this is interesting, crank failed and I believe some KR's have these engines. not sure if we will learn anything from this (video shows the broken crank) https://youtu.be/x5y7ZeIcSo8?si=fsuiZ8B3K3oh4ONl * * *Slava** Ukraini!* -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> what's this noise????
some interesting data points as well, such as gear lash using old gear and new gear cam. That may very well tell me exactly what the noise is, and whether or not it's a real reliability issue, or just a nuisance noise when rotating the prop. I'll let you know how it goes, but it'll probably be a week or two before I get to that point. Thanks for the validation that tearing it down was a good idea! And honestly, my money was on a broken cam or crank too, given the tone of the noise. See below message from the "lurker" with excellent suggestions. Again, thanks a lot for all the input! See the most insightful message with several options below: Watched and listened to your VW noise video. _/I'm not experienced with those engines/_, but by estimating the degrees of rotation and comparing the number of clunks heard, it would seem to relate to the number of valves/lobes on the cam. (8 valves, 4 cyls, 360 degrees. It seemed to be 4 clunks per 45 degrees in the video = 32 in one rotation.) Hard to be sure about the relation due to no degree wheel, just listening and watching. The valve springs put some load on the cam lobes during rotation, both while lifting and releasing, which is transferred to the cam gear if rotated by hand - - - and the cam gear meshes with the crank gear, right? Those two gears are next to the removed distributor and resulting hole for sound to exit, right? (or are the gears at the opposite end of the crank and I'm all wet about the location coinciding?) If (BIG IF) I am right, then gear lash is what you hear. Maybe too much from worn gears though, or no oil at all on them now from sitting idle too long. Are VW cam drive gears known to wear?? Or are the gears known to become loose on the shafts? Whatever, more investigation before flying is a good idea. How, I don't have any input, unless you might squirt some oil onto those gears via the distributor hole in the case?? Again, I'm not that up on VWs. OR could be camshaft end play clunking from the same source pressure when turning the crank. Doubtful the crank is the noise source but when the gears have slop, just could be involved too. Best guess: cam movement fore/aft due to worn thrust bearing face. Next best: drive gears have too much lash - wear in the softer gear teeth?? Thanks Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Fwd: play day
Date: Sun, Feb 25, 2024 at 4:09 PM Subject: Re: KRnet> play day To: KRnet Cc: Larry Flesner I love the crab Zach drew. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Feb 25, 2024, at 3:59 PM, Larry Flesner via KRnet wrote: > > > > Zach is out playing again today in his favorite toy. Can you guess what he added to his coloring book? Hint, he grew up in Maine. > > https://www.flightaware.com/live/flight/N211LF/history/20240225/1721Z > > Larry Flesner > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Fwd: what's this noise????
Mark, It’s not April Fools day so I have a gut feeling your wife is tried of you being the airport all the time. That sound was her out side hitting two pieces of metal together hoping you would give up and come home 😀 Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com On Feb 25, 2024, at 1:23 PM, Mark Langford wrote: My last flight in KR2 N891JF was back home from the KR Gathering at KMVN. When I got back, I dumped the hot oil for an oil change, and the next day I adjusted the valves. I try to do both every 25 hours. The valve adjustment frequency seems a bit extreme, but what GPASC recommends, and with most VW heads I've had, two or three valves always needed adjustment. I'm a bit picky about valve adjustments, because if you let an exhaust valve go too long without adjustment, it will eventually tighten up to the point that it never closes. Once it reaches that point, it gets very hot very quickly, because it doesn't have the opportunity to dissipate its heat to the valve seat, and will stretch and break in short order. Been there, done that, and it's no fun at all! Having said that, I've been running Revmaster heads since John Bouyea and others have sworn by them, and guess what.the valves really hold their adjustment pretty close. I may find one that needs a tiny fraction of a turn on the adjuster, but often they are all still perfectly adjusted! Joe Horvath at Revmaster says it's all about the metallurgy of the head and valve seat material, and that works for me. Superior cooling may be another factor. So, while I was adjusting the valves a few days after I returned from the Gathering, I noticed a weird and ominous noise coming from the engine, like something large and steel was broken or loose. Has anybody else every heard one that sounds like this when simply rotating the engine? I'm just looking for a data point. I don't recall the engine ever making this noise previously, and can only believe that if I'd heard it before, I'd have definitely noticed. Listen to the short movie at http://www.n56ml.com/n891jf/vw/wierd_volkswagen_noise.mov (you may have to cut and post this into your browser) Sorry about the camera moving around a lot during the prop rotation. One arm is connected to the other, and when rotating the prop with the right arm, the left arm moves around too! Note that the distributor and drive gear are removed, just so I could get a better look at the brass distributor drive helical gear on the crank, which appeared secured and in one piece, and because it eliminated those two parts as a source of the problem. -- Mark LangfordML@N56ML.comhttp://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> what's this noise????
Mark,It’s not April Fools day so I have a gut feeling your wife is tried of you being the airport all the time. That sound was her out side hitting two pieces of metal together hoping you would give up and come home 😀Mark JonesOldsmar, FlN771MJ “WunderBird” www.flykr2s.comflyk...@gmail.comOn Feb 25, 2024, at 1:23 PM, Mark Langford wrote: My last flight in KR2 N891JF was back home from the KR Gathering at KMVN. When I got back, I dumped the hot oil for an oil change, and the next day I adjusted the valves. I try to do both every 25 hours. The valve adjustment frequency seems a bit extreme, but what GPASC recommends, and with most VW heads I've had, two or three valves always needed adjustment. I'm a bit picky about valve adjustments, because if you let an exhaust valve go too long without adjustment, it will eventually tighten up to the point that it never closes. Once it reaches that point, it gets very hot very quickly, because it doesn't have the opportunity to dissipate its heat to the valve seat, and will stretch and break in short order. Been there, done that, and it's no fun at all! Having said that, I've been running Revmaster heads since John Bouyea and others have sworn by them, and guess what.the valves really hold their adjustment pretty close. I may find one that needs a tiny fraction of a turn on the adjuster, but often they are all still perfectly adjusted! Joe Horvath at Revmaster says it's all about the metallurgy of the head and valve seat material, and that works for me. Superior cooling may be another factor. So, while I was adjusting the valves a few days after I returned from the Gathering, I noticed a weird and ominous noise coming from the engine, like something large and steel was broken or loose. Has anybody else every heard one that sounds like this when simply rotating the engine? I'm just looking for a data point. I don't recall the engine ever making this noise previously, and can only believe that if I'd heard it before, I'd have definitely noticed. Listen to the short movie at http://www.n56ml.com/n891jf/vw/wierd_volkswagen_noise.mov (you may have to cut and post this into your browser) Sorry about the camera moving around a lot during the prop rotation. One arm is connected to the other, and when rotating the prop with the right arm, the left arm moves around too! Note that the distributor and drive gear are removed, just so I could get a better look at the brass distributor drive helical gear on the crank, which appeared secured and in one piece, and because it eliminated those two parts as a source of the problem. -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> play day
I love the crab Zach drew. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Feb 25, 2024, at 3:59 PM, Larry Flesner via KRnet > wrote: > > > > Zach is out playing again today in his favorite toy. Can you guess what he > added to his coloring book? Hint, he grew up in Maine. > > https://www.flightaware.com/live/flight/N211LF/history/20240225/1721Z > > Larry Flesner > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> what's this noise????
My last flight in KR2 N891JF was back home from the KR Gathering at KMVN. When I got back, I dumped the hot oil for an oil change, and the next day I adjusted the valves. I try to do both every 25 hours. The valve adjustment frequency seems a bit extreme, but what GPASC recommends, and with most VW heads I've had, two or three valves always needed adjustment. I'm a bit picky about valve adjustments, because if you let an exhaust valve go too long without adjustment, it will eventually tighten up to the point that it never closes. Once it reaches that point, it gets very hot very quickly, because it doesn't have the opportunity to dissipate its heat to the valve seat, and will stretch and break in short order. Been there, done that, and it's no fun at all! Having said that, I've been running Revmaster heads since John Bouyea and others have sworn by them, and guess what.the valves really hold their adjustment pretty close. I may find one that needs a tiny fraction of a turn on the adjuster, but often they are all still perfectly adjusted! Joe Horvath at Revmaster says it's all about the metallurgy of the head and valve seat material, and that works for me. Superior cooling may be another factor. So, while I was adjusting the valves a few days after I returned from the Gathering, I noticed a weird and ominous noise coming from the engine, like something large and steel was broken or loose. Has anybody else every heard one that sounds like this when simply rotating the engine? I'm just looking for a data point. I don't recall the engine ever making this noise previously, and can only believe that if I'd heard it before, I'd have definitely noticed. Listen to the short movie at http://www.n56ml.com/n891jf/vw/wierd_volkswagen_noise.mov (you may have to cut and post this into your browser) Sorry about the camera moving around a lot during the prop rotation. One arm is connected to the other, and when rotating the prop with the right arm, the left arm moves around too! Note that the distributor and drive gear are removed, just so I could get a better look at the brass distributor drive helical gear on the crank, which appeared secured and in one piece, and because it eliminated those two parts as a source of the problem. -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Dual Control Schematic
Michael Griffin wrote: >> Does anyone have a detailed technical drawing / schematic for KR2 Dual Controls please? << See http://www.n56ml.com/pedals/index.html for rudder pedals, and http://www.n56ml.com/kcontrol.html for both single stick and dual stick setups. There are drawings and lots of photos there. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Aileron Weights
Hey Guys, WunderBird is almost ready for airworthiness inspection. Got that YeeeHaaa feeling. But I do have a question, how much do your aileron weights weigh? I know no one's will be the same. Mine came in at 2lbs. Thanks Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Gathering Date
Has the date been set for the 2024 Gathering? Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Wing mounting brackets
Guy Maniscalco wrote "Now that the spars are built, we found that the brackets are exactly the same width apart on both the center spar and the outer spar." - The "new airfoil" template drawings only show the dimensions for the main spar (stub wing to stub wing), and the outer wing tip, because this is all you need to define the airfoil and sand the foam to that shape. The actual spar thicknesses (front to back) are the same as the KR2/KR2S, which is where RR expects you to find that. It's on page 20 of the "Rand Robinson Construction Manual for KR2". The KR2S plans drawings W1 "Spar Details" only say to use the same dimensions as the KR2. I guess I could see that coming when I built N56ML, so I made the outer spar just thin enough to align with two "inner" wing attach fittings. This is just another thing in the plans that was simply missing, and should be correctedanother goal of the FreeBird project. See more on my wing attach fittings at http://www.n56ml.com/owings.html . As Rob said, a few more layers of plywood are the way to fix that if you made inner and outer spars the same thickness, and that's completely understandable. Also, I should point out that the very outer wingtip (past the spars) is just foam, sanded to shape using the complete outer wings skins as a sanding guide., and then fiberglassed (or carbon fibered, in my case). See http://www.n56ml.com/900hour/ for more on that. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR-2 plans - FreeBird plans
Earlier today I wrote: "A few years ago Jeannette announced that plans were no longer available, and that no one had permission to reproduce or sell them." My view of this is that Jeannette isn't concerned with whether or not she's profiting from plans sales, but rather it's the LIABILITY associated with selling experimental aircraft plans. It's worth noting that her daughter is an attorney, so it would probably cost her nothing to file suit against somebody for selling plans that Rand Robinson originated. I've talked to her about this, and her reason for no longer selling plans is the liability, not the income associated with selling the plans. So I think her concern is that every set of plans out there "in the wild" is a potential lawsuit waiting to happen. So this is just a great reason to refine the design for modern size human beings, newer composite technology, alternative construction techniques, and larger engines, while making plans freely available for download, like FreeBird. We're not taking money out of anybody's pocket, either way you look at it, and nobody is profiting from the effort. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR-2 plans - FreeBird plans
Bob Hartmaier wrote: Are original KR-2 plans still available? If so, at what price? Jeannette Rand stopped selling KR plans several years ago, RR closed their doors, and appearances are that she is retired. For a while, nvAero was apparently allowed to sell them on her behalf, is my understanding. A few years ago Jeannette announced that plans were no longer available, and that no-one had permission to reproduce or sell them. So there is no longer any source for KR2S or other plans, other than some bootleg copies that I hear may be available on ebay or elsewhere, or unused (or used) copies of plans that folks have laying around in their garages, etc. FreeBird is an effort to remedy this problem, by posting free-to-download PDF plans for those who'd like to build what will become the next generation of KR-like homebuilt planes. See http://www.freebirdplans.org/ for more on that. There's a lot more going on with the FreeBird design behind the scenes now, thanks to two dedicated CAD guys who are making real progress in solid modeling and visualization images, as well as plans themselves. These plans will incorporate many of the changes that KR builders have been making, such as wider fuselages, and extra fuselage bay, the new airfoils, flaps, larger canopy, and that sort of thing, as well as details that were left to the imagination of the builder previously. It's been way too long since I updated the site, and I'll try to do that in the next week or two. Also, we've had a very good "Fuselage Construction Chapter" written, (thanks to Chris Gardiner) and am looking for other volunteers to write other chapters on the construction phase, etc. The idea is not a simple "knock-off" of the plans version, but a serious effort at filling in the blanks such as materials, sources, best practices, etc. Let me know if you'd like to tackle on of these chapters. Thanks, Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR Newsletter free download, issues 1-287 (all of them)!
Larry Flesner wrote: >>I downloaded the file. I'm using Word with Windows 10. Can someone tell me how to "text search" the document? I clicked on every option I could find with no success.<< You'll need the "Free Adobe Acrobat Reader" to open and the read the PDF. Once opened with the proper Acrobat Reader, you can do Control F to find a specific word or phrase. I just downloaded and opened it, did a search for "Faughn", and got a bunch of hits for Jim Faughn. It automatically opens those "Faughn" pages one at a time, and you can step forward (and probably backwards) through them all. It's a filter, basically. As for "all the people" who created this file, that would be me, so y'all can carry me around on your shoulders at the next Gathering, if you'd like. But the real heroes are the people who created the newsletter to start withseveral editors and lots of contributors. All I did was scan them all and combine the results into one big text searchable file. I sent a link to this right after I did it (August of 2019), and put a link on the main KRnet web page ( http://www.krnet.org/ ), so I haven't been keeping it a secret. Looking through it just now, there are some broken links I need to fix and some other changes I could make, and I'll try to get the big ones, but I'm swamped at the moment with other airport problems that are a lot more urgent. Sorrypriorities. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR Newsletter free download, issues 1-287 (all of them)!
Dan Myron Freeman wrote: "They appear to be issue number #1 through issue #287. I'll have to go through each one to verify that." -- OR, folks interested in a full set of issues 1-287 (all 2163 pages of them) can be downloaded from http://www.krnet.org/newsletter/kr_newsletter.pdf as a single file . These are "text searchable", and there are a LOT of good ideas and various ways that folks tried over the years, and the results of those efforts. Also a good lesson on KR history. See http://www.krnet.org/newsletter/kr_newsletter.pdf Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> The hunt for N1004K
It's worth noting that the "anticipated speed" listed in the RR document is 210 mph, and they were famous for their optimism. I didn't know there was a straight and level thing at Reno, but am highly skeptical of the 262 mph top speed. And at what altitude, and was it a high wind day? Was it a rectangle or straight line speed "with the wind"? GPS didn't exist back then, and neither did ADSB. Just call me very skeptical on that speed! I had a 120 hp Corvair in N56ML, and it was a pretty slippery airplane, but the best it would do is about 190 mph flat out under known conditions. I topped 250 mph once, but in a crazy dive from 10,000' or so, just to prove the plane wouldn't flutter at that speed. So I guess I could list N56ML as having a top speed of 250 mph. And I should mention I wrote those words at http://www.krnet.org/krs/kr100/ , so the disinformation is my fault, but I was going on what I was told. I'm not even sure I had N56ML flying yet when I wrote it. I'll probably edit it page to reflect my comments above.and my 2000 hours of flying KRs now, so I should be complaining to myself, not KRnet folks as a whole. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL On 9/29/2023 9:02 AM, Larry Flesner via KRnet wrote: https://www.aerialvisuals.ca/AirframeDossier.php?Serial=197886 http://www.krnet.org/krs/kr100/ -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Aluminum Plenums
Hi Guys, Check out these plenums: Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Robert Pesak KR
Check out these plenums. Mark JonesOldsmar, FlN771MJ “WunderBird”www.flykr2s.comflyk...@gmail.comOn Sep 20, 2023, at 12:13 AM, Zachary Martine via KRnet wrote:Does anyone know if there is any details that Robert had made about the aluminum plenums for his O-200? They seem like they'd be very effective. The workmanship is beautiful. On Tue, Sep 19, 2023, 4:56 PM Larry Flesner via KRnet <krnet@list.krnet.org> wrote: On 9/19/2023 11:21 AM, Dr. Feng Hsu wrote: > Amazing pictures of Robert Pesak's KR bird! Thank you Larry for > sharing! By the way, can you also share some pictures of Robert, such > as he was in the KR gathering in the past? > > Dr. Hsu > +++ Mark Langford provided the site address with all the photos. I looked at several of the past Gathering photo sites and only found one photo of Robert when he was accepting a trophy. If anyone has others I would ask them to post them. Larry Flesner -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> KR Gathering Planes
Hi guys, Please send photos to all of us unlucky KR nuts that were not able to make it this year. Did N886MJ show up? Thanks Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> KR Gathering
So sorry I could not make it this year. Please send photos of the planes. Thanks Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com > On Sep 16, 2023, at 8:40 AM, Jeff Scott via KRnet > wrote: > > > Well kids, If you are sitting at home today, you're missing some fabulously > clear weather and an awesome, low key get together of the KR Family. > Competition for peoples choice may be difficult with the KR 360, which we > haven't seen since Red Oak in attendance, along with John Scaffer's > beautifully refurbished tri-gear retract KR, a very nice Corvair powered KR > owned by Adam ??, the touched up KR formerly owned by Larry Flesner, and a > few others. If you're building, today would be your opportunity to talk to > the experts or catch an introductory flight. Some old friends no longer in > attendance are sorely missed, but many are here. It is like a family reunion, > without the family fights. 😄 > > -Jeff Scott > Arkansas Ozarks > Former KR guy > > > -- > Sent from my Android phone with GMX Mail. Please excuse my brevity. -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> New member w/ N58SB seeking KR orientation flight while at Mr. Vernon Meet
Thomas Jarrett wrote: >>Also, brought my KR canopy for advise on enlarging.<< That's a great looking KR. If I remember correctly, that one was called a "KR1.5" by either Sam Bailey or Ken Cottle, probably both of them. As for a canopy, let me offer this tidbit of advice. Don't worry about negatively affecting the appearance or aerodynamics of the plane by enlarging the canopy considerably. Make it tall enough to be able to see out during landings. I've learned over the years that "flyability" should out weight aesthetics almost every time. I fly a very "stock" KR2, and the RR canopy's "fishbowl" rounding on the sides restricts how well you can see out while landing because my head can't "lean out" at all. That's why I used a Dragonfly canopy on N56ML, and I'm very glad that I did. The difference is huge. A Dragonfly canopy is pretty flexible, so much so that I could almost look down and see the outside of the fuselage through the bulge I had in it. But I'm not sure it would work on a plane that narrow as yours, but I am sure somewhere out there a perfect canopy exists. I believe it's Jeff Rogers at Airplane Plastics that makes or at least stocks canopies for several planes like ours, and he may have something that works. Larry Howell knows him personally and can shed some light on that. Sonerai and other similar plane canopies might work as well. OSH would be the perfect place for to look for something like that (on the flight line), and maybe you've done that, or perhaps ask on the "Homebuilt Aircraft" forum (from a "burner" email account). Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> 0200 Prop
To throw some more math in: Your "actual speed" (120) vs. "theoretical speed" (132) would be 120/132=0.9090909 or 91% efficiency (over simplification): not too bad. Mark W N952MW (res) On 8/27/2023 10:28 PM, Phillip Matheson via KRnet wrote: I had the tach overhauled, ASI checks out I’m looking at props and prices. The same male prop, 60 x 68 is around $2700 Aust Your saying 156 mph (135 kts) not a hope My 70 “ pitch gets 120 kts 2300 My prop 60 x 70 p 70 x 2300 x 60 / 12 /5280 = 152 mph. (132 kts) Phil. Sent from my iPhone On 28 Aug 2023, at 00:45, Larry Flesner via KRnet wrote: On 8/27/2023 4:18 AM, Phillip Matheson via KRnet wrote: FYI I removed my 60 x 70 today and put a 68 x 59 ( too low of a pitch) but gave it a single flight Static, brakes wouldn’t hold but around 2400 Climb 2500 70kts over 1000 rpm WOT over 2750 only 100kts Phil. + Phil, Have you verified your tachometer and ASI? Generally speaking a longer prop is more efficient. Your numbers for ground run and climb with the new prop seem to be in the ball park but your cruise number looks to be in serious error. In theory that prop should result in 150+ mph at 100% efficiency. (pitch in inches X 2800 rpm X 60 minutes / 12 in. per foot / 5280 feet per mile = 156 mph ) . We can't expect 100% efficiency but often the numbers compute that way. Any chance you can get the original prop re-pitched? With a good set of wheel covers and a properly sized prop you should get a cruise at 2500 rpm in the 150 to 160 mph range. Keep working at it. You'll get there. Larry Flesner -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Props for the 0-200
William Walsh wrote: > Guys I bought Gerry Hamiltons kr 1.5 and the prop that he had I think will not give me full RPM but close. Any one running and 0-200 please advise. < William, please check the KR Info spreadsheet at http://www.krnet.org/kr-info.html for various combinations of KR engines and props, among other things. As usual, I'll ask for updates from folks who've recently have started flying KRs so we can add more data to the spreadsheet. Also, there's some neat historical info https://aerofoilengineering.com/KR/sportaviation/kr_SA.htm , a collection of several Sport Aviation articles on various KRs that may be helpful. And see http://www.krnet.org/ for a lot of finished (and some unfinished) KR project websites. There are probably some dead links in here. One of these days I'll go through them and delete them. If there any new ones out there, please let me know and I'll add them..which will also give me some incentive to delete the dead links while I'm in there! Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> WAF bolt torque
Adam Tippin wrote: I am certain that the clamping force of the nuts and bolt have a Direct impact on the structural integrity of the WAF’s.< I worked for years in Aerospace and Defense as a mechanical engineer, which doesn't make me an expert on anything. But on the NASA projects I worked on (mostly Space Shuttle and Shuttle experiments), NASA wouldn't even count "friction" (such as clamping force) in strength calculations for many bolted joints, presumably because a nut could loosen. I'm not saying they didn't care about torque values, but in overall strength-of-joint calculations. I specifically asked an incredibly talented ME stress expert I worked with about that same KR WAF joint, and he said something like "as long as the bolt doesn't fall out, it'll work for the intended use." Another question that came up on KRnet many years ago was about the weakness of the spruce spar itself, given that if you follow the plans, you'll end up with a very small edge distance from WAF bolt hole to the upper and lower surfaces of the spar faces. But the spars are in longitudinal tension and compression (lower and upper) along the grain, which puts the bolts mostly in shear. I have some WAFs with spars attached to both ends that were remains of a KR crash. Both main and outer spars are broken near the WAF joint, but the WAFs are fine, if that's any indication. It's worth noting that there are no known inflight failures of these WAF joint in KRs, and I assure you some of them have WAF connection bolts are not very tightN56ML is one of them. I'll send a photo of the crashed WAF joint later after I grab it from my hangar. I'm guessing the bolts and nuts are pretty tight, but again, I don't think it matters. The joint is apparently "good enough for KR" work. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Glide range
Sam wrote: I am not sure what the glide speed/ratio would be on a KR2S with the AS504X airfoil, but I suspect it would be a slightly higher speed, and a slightly higher glide ratio. See http://www.n56ml.com/performance/ for aerodynamic testing info on a KR2S with AS5046 airfoils (N56ML), with data carefully recorded and "cyphered". The engine parameters graph on that page is pretty useless, I'll admit, as it was very early data and a very bad way to display it. This is a fairly heavy KR2S, which had a Corvair engine. I say "had", because now that engine is on the workbench, going back together with a Sport Performance Aircraft front bearing. Progress has been slow on that, due to way too much "life" getting in the way, but I'm making progress. I've been pretty quiet for the last 10 dayssince lightning hit our power pole and fried everything with an Ethernet cable plugged into it, so yet another complication! Apparently I have not been "living right". Mark Langford m...@n56ml.com http://www.n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Insurance
I too am in the market for insurance. Global , even with my flight experience in a KR and never had an issue in 560 KR hours, quoted me a whopping $895 year just for liability. On my first KR, I only paid $300 year for liability coverage with Falcon. I’m waiting to hear back from them on a quote. Mark JonesOldsmar, FlN771MJ “WunderBird”www.flykr2s.comflyk...@gmail.comOn Aug 17, 2023, at 3:02 PM, Sid Wood wrote: I had Falcon subbed to Global Aerospace for $1M liability and $20,000 hull coverage on my KR-2 N6242, premium $1,100 per year. That included first flight coverage with the stipulation I had 5 hours PIC in type in the previous 6 months; Global accepted the 6 hours PIC in my hangar partner’s Pulsar XP as qualifying. All that above is history. Annual Premium with Falcon/Global Aerospace is now $300 for $500K liability, nothing in motion. I am building N26383 now and need the liability coverage to keep the County landlord happy. When the first engine run comes up, I expect the in-motion premium to jump to about $600 or more per year. Not sure about the hull coverage. Sid Wood California, MD. From: Ronald Brown via KRnet Sent: Thursday, August 17, 2023 6:15 AM To: krnet@list.krnet.org Cc: Ronald Brown Subject: KRnet> Insurance I can see the finish line for completing my KR. Starting to think about insurance. Any tips, issues, or recommendations from the team? -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing listKRnet@list.krnet.orghttps://list.krnet.org/mailman/listinfo/krnet-- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Questions for those with RV wheelpants
John Bouyea wrote: My wheelpant brackets have broken again. Part of living on a turf strip I know but replacing them is getting a bit tiresome. If I’m making new brackets, I’m thinking of gaining the reported speed increases with the RV “pressure recovery” style. I have 5.00x5 tires on N133RM. You may have seen this already, but I show how I mounted N56ML's wheel pants at the bottom of http://www.n56ml.com/kgear.html . It was a lot easier than I thought, and it worked great. Given your turf field, maybe you'd want to use a little thicker aluminum brackets, but it worked for me on many landings on my father's grass strip, which was a bit on the bumpy side also. For the outside mount, I welded a strip of steel with threaded nut welded to the axle nut, which worked fine also. I used Klaus Savier pants, but I'm pretty sure he no longer sells them, but am told the RV pants (not sure which ones) are quite similar. The pants on Jim Faughn's plane are held in place entirely by clamping the gear leg, with that same center screw on the axle nut, but the problem with that is that there's some free-play and sometimes the aft end drags on the ground if the screws aren't really tight. See the bottom of http://www.n56ml.com/kgear.html -- Mark Langford m...@n56ml.com http://www.n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> sad news........
Lambert, John - Xylem wrote: >> Does Robert’s KR have an un-tapered wing or is that an optical effect? See http://www.krnet.org/krs/rpesak/index.html for about 300 pictures of the construction of Robert's plane, including exactly how the wings were built and install, as well as much more. He designed his own nose gear, and plenty more. His work was just about perfect in every way, but there is unnecessary weight in there as a result. It's definitely one of a kind, and there's a reason why he took all awards at the Gathering that year. Victor Taylor now owns and flies it. -- Mark Langford m...@n56ml.com http://www.n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Oshkosh KR's?
On 7/30/2023 8:04 PM, MS wrote: I haven't seen any KR's yet. Has anybody seen any? I flew my KR2 (built by Jim Faughn) into OSH on Friday, and tied it down in the usual KR roosting spot at Homebuilder HQ. Unfortunately, during a refuel stop in northern Illinois on the way up, I tripped over an un-seen curb and broke my foot. I didn't know it at the time, so I continued on to OSH. When I landed at OSH, I found that it hurt more than before. That evening, I was down to using my heel only, which worked OK but was quite awkward. It got even worse that night, with lots of swelling, and I decided it was broken and I needed to get back home ASAP to get it set. BesidesOSH is all about walking all over the place and I simply couldn't walk any more. Rob Schmitt arranged a ride back to the plane Saturday morning, and I crawled back in the plane and headed home. Larry Flesner met me with a wheel chair when I stopped for fuel at KMWA, and it was much appreciated. My wife met me at the hangar and put the plane away. Next morning it was obvious it was broken, and the ER doctor's X-ray removed all doubt. So I'm now on a "knee scooter" to get around the house, and hope to spend my "down-time" updating the www.KRnet.org website with some more useful details and information in the next few weeks... so maybe there's a bright side to this mess. Many thanks to all the folks who helped me at OSH, especially Larry and Gwen Howell. And thanks to Rob for handling the KR Forum with only two hours notice. Please don't reply to this message, as KRnet already has enough flotsam and jetsam in the archive... -- Mark Langford m...@n56ml.com http://www.n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> VW crankshafts
To add to my previous post, Steve Bennett told me that the GPASC crankshafts were made by the same factory that makes SCAT cranks (and perhaps EMPI as well), but with changes during manufacturing to incorporate the big "Force One" bearing up front. The bearing itself is just aluminum, but very precisely machined to fit the crankshaft. They are "hand matched" before sale. The engine case must be bored to accept the much larger bearing also. Presumably, the folks that now run GPASC have continued to use the same sources and processes, since it was a winner that actually works! It took the CorvAircraft world a while to catch up, but a similar solution has ended broken crankshafts in flying Corvair engines also. -- Mark Langford m...@n56ml.com http://www.n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> MotorAV
The very last place you'd want a cast crankshaft (steel or iron) in a VW engine is on your airplane! You need a forged steel crankshaft, preferably counterweighted, such as the SCAT crankshaft. You also need a front bearing to support it from breaking at the nose. Steve Bennett sold exactly that, and for good reason. Hopefully the folks that are now running Great Plains Aircraft are still selling that crankshaft and the front bearing designed to support the prop end of the crank for aircraft use.It's called the "Force One" prop and hub setup. I know a little something about aircraft crankshafts, and how and why they fail. Please take my advice on this and don't cheap out. It could cost you your airplane, and your life. Mark Langford www.n56ml.com m...@n56ml.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Any other KRs flying to OSH this year?
John Shaffer wrote: >>I plan to fly in, but am awaiting sectionals and Notams. Printer is messed up again. Also, am going to see if the bolt on valve covers will fit inside the cowling tonight. I haven't been able to stop the OEM parts from leaking.<< You can download the PDF version of the NOTAM from the EAA's website, copy them to a memory stick, and print them out at your local Kinko's or other copy center. Try "neoprene" or "rubber" valve cover gaskets. They work very well, and can be reused many times. They are available at all the from EMPI directly, and others sell them as well. I bought my first pair at a local Advance Auto, even. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Any other KRs flying to OSH this year?
Chris Pryce wrote: > I'll be there. What row do we park in again? I like to put the number on the sign. < I can never keep up with the number, but will get off last year's prop placard and send it to you today. Seems like it's 41 or close to it. I'm glad there will be more than one KR there this year. What day do you plan to arrive? Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Any other KRs flying to OSH this year?
Is anybody else planning on flying a KR to OSH this year? I do, to give the forum, and will try to snag our usual place out front of Homebuilder HQ, although Rob Schmitt may have already done that for us. At this point it looks like the weather will be cooperative, and a decent week in general. The KR "Builders and Pilots" Forum will be at Forum Stage 3 at 11:30 on Monday July 24th. After the forum we'll wander to the flightline for KR show and tell and to answer questions that might arise. -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> ADS-B OUT
Question: Does anyone know of a way to use an existing KT-76A transponder as an ABS-B OUT system? Mark Jones (N771MJ) Oldsmar, FL flyk...@gmail.com www.flykr2s.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> flight report 211LF
Larry Flesner wrote: "I sold my KR, 211LF, three months ago to a young flight instructor at the local university, Zach Martine, that did not have tailwheel time" And I'll bet a large part of the very tame taxing is due to the extra length of N211LF, and of course, a very good job of aligning the gear and rigging the tailwheel by a very meticulous builder. Thanks for the PIREP Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Steve Bray's plane for sale
Hi Mark, putting KR2 up for sale I bought me a KR2S 290 Can you Help thanks mark 323-947-9059 kr2 - aviation - by owner - airplane aviation parts | | | | | | | | | | | kr2 - aviation - by owner - airplane aviation parts Well build KR2, only taxied never flow, Has very smooth 2300 VW, tri gear, Has spars and ready to build wings, n... | | | On Sunday, September 18, 2022 at 06:36:06 PM PDT, Mark Langford wrote: Photos of Steve Bray's KR2 for sale. Plane is in Humboldt, TN. See http://www.krnet.org/krs/sbray/ It needs a carburetor and a good dose of "finishing up". Contact info is in the title at the web page, so please email him directly for more info. -- Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Upper longeron
Somebody wrote: "I had to move my engine forward 3 inches after KR2Ss was completed. (make a complete new engine mount) That was not difficult but a lot of work to extend the cowls and make them look nice. " --- Jim Faughn made some 2" thick aluminum spacers bolted through the mount and firewall to space the existing engine mount 2" further forward. That goes pretty quickly, and with a little milling, weight can be reduced substantially (like a large diameter hole in the middle), and the job is accomplished and relatively easily. He probably didn't have a mill handy, and figured the extra weight of the blocks would help with his CG issue anyway. See photo enclosed. Maybe I'm just lazy, but I considered redoing the engine mount when I first got this plane and was rebuilding the engine, but I've been quite happy to overlook the extra weight out front. I'll have to confess that decision was partly based on the fact that the header fuel tank is "integral" to the plane (rather than easily removable), and I didn't feel the need to open that can of worms, required to get to the back side of the existing 16 bolts for nut access. When I bought that plane I thought "I'm not going to spend ANY time redoing anything on this plane.just keep it in the air until N56ML is rebuilt". Then I spun a bearing just a few hours after purchase.and while the engine was out I redid a lot of things on the plane, but the engine mount spacers wasn't one of them. I didn't think I'd still be flying it, 10 years later. For more on that rebuild, see http://www.n56ml.com/n891jf/ . Extending a cowling is a pretty easy job too, at least it was when I did it, so don't fly around with an aft CGbad things happen! See http://www.n56ml.com/wb/index.html for my scary story on that. A CG 2" aft of the CG limit came very close to killing me on takeoff Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Starting my KR continued
On 6/2/2023 9:31 AM, dee david via KRnet wrote: 1. Where is top dead center? Is there a marking for it? 2. How do I adjust the mag to fire in the compression at 28 degrees BTDC. 3. Talked to a mechanic - he said he needed a procedure or timing marks. 4. Is there a Hapi manual out there that is electronic that someone can share? --- David, For the purpose of adjusting valves, you can just insert a screwdriver into the cylinder horizontally, and rotate the crankshaft until the screwdriver extends the maximum distance (indicating the the piston is at top dead center). And again, on the compression stroke, not the exhaust stroke. This is close enough for adjusting valvesand like I said earlier, adjust the valves for each cylinder at TDC once you've found it. As for determining exactly where TDC is, , you need a "piston stop", which are available on Amazon (see https://www.google.com/search?q=piston+stop+amazon&rlz=1C1SQJL_enUS946US946&oq=piston+stop+amazon&aqs=chrome..69i57j33i160l2.4534j0j7&sourceid=chrome&ie=UTF-8 ). You can make your own, but buying one from Amazon is far easier. Make sure you buy one that matches your spark plug thread size, likely 14mm, but could be 10mm. Then keep adjusting the stop to narrow down the range around TDC, then mark the outer edge of the prop hub at the vertical seam of the crankcase as center, if you don't have a spinner yet) to define exactly where TDC iscentered between the two limits of piston travel. Next, for purposed of checking timing advance, you'll need a "degree wheel". I've enclosed one in this email. This assumes you have a timing light and know how to check timing on a running engine. I made this degree wheel for the engine I built for N891JF, so it has some cam specs for my particular cam, but for the purpose of adding degree marks to a prop hub or spinner back plate, that stuff doesn't matter. This particular degree wheel is made to fit a Great Plains Aircraft prop hub. Glue it to a piece of cereal box, cut out the center hold and outer ring, and glue or tape it to the prop huband you'll need a prop hub or something like it to do this with any accuracy. As for timing mags, you just twist them in the hole just like a distributor, in order to change the timing. See a bunch of photos of the rebuild of the 2180cc engine in N891JF, at http://www.n56ml.com/n891jf/2180/ , although it will likely just confuse you more. Sorry, I didn't bother adding text to it yet. Maybe someday See enclosed degree wheel. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL degree_wheel-vw.pdf Description: Adobe PDF document -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Starting my KR continued
I should also mention that there is only one firing order for a normal VW type 1 engine, and that's 1-4-3-2. For some reason, the GPASC manual has 1-4-3-2 for distributor ignition, and 1-2-3-4 for magneto. I have no idea what Steve was thinking when he put this in his manual, unless the magneto terminals and wires are numbered differently, but that simply doesn't change the firing order of the cylinders, and when they need a spark delivered for the engine to run. Bottom line is the cam and crankshaft determine proper firing order, and unless it's a very weird VW, it's 1-4-3-2 (and I know of none, other than maybe the "half VW"). So if you set up number one cylinder at Top Dead Center (TDC) on the compression stroke, with spark plug firing on number one, and then work through the rest (as previously mentioned) in the 1-4-3-2 order. Rotate 180 degrees and check the next, etc. Obviously, you need to mark TDC on the spinner backplate or somewhere else visible, so it's easy to do the next time too. And all of this is meaningless if you don't know how the cylinders are numbered on the actual engine. The one closest to the pilot is number one, and the one forward of that is number 2. Closest to the passenger is number 3, and forward of that is number 4. See enclosed image, where "front of car" is actually "rear of airplane". Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL Type 1 VW Firing Order - Specialty Buggy Supply -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Starting my KR continued
I wrote "Top Dead Cylinder". Duhmake that "Top Dead Center" for the cylinder being evaluated. A short circuit in what's left of my brain, I assume. As for carburetors, I wish you luck with the POSa. "Controlled leak" is being charitable. My advise would be to buy something else. Those things don't even make good boat anchors! Of course I've only flown behind ONE POSa, and was told that it was adjusted perfectly. It almost killed me on takeoff, and I ditched it before I ever flew it again. I highly recommend the Ellison EFS-2, although they are hard to come by, and I believe Rotec may make something similar for the VW. There are other options as wellnot still in production, but floating around out there. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Starting my KR continued
David Dee wrote: Still have not got my HAPI engine with a POSA throttle body and Slick 4216 magneto started. ... Try this. Disconnect the fuel line and plug it. You don't want fuel anywhere nearby when doing this. Remove the valve covers. Figure out for sure which cylinders are firing when by installing the plug wires on the plugswith the plugs removed from the engine, with spark plug grounded (either pushed into contact with some grounded part of the engine (case or heads), or better yet a jumper wire with large alligator clips to connect the plug's threads to a ground. Turn on the ignition and slowly rotate the crank by hand (in the proper direction) until a plug fires, then check to make sure that both intake and exhaust valves on the corresponding cylinder are closed (some clearance between rocker and valve stem). If this works, make sure that when the plug fires for a cylinder, it's the compression stroke and not the exhaust stroke (back up after the spark to Top Dead Cylinder, and use your finger to determine if there's compression). This is pretty basic stuff, but is a good start to make sure that the basics are therespark and compression. Fuel is another matter, especially since you are talking POSa. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Upper longeron
Mike Richards wrote: "The longeron on the kr2s are 14ft I believe I can only find 12' 5/8x5/8 cap stripsare they joined together in 2 pieces" I just added up all the numbers on the KR2S side view drawing and it's 144", or 12' front to aft. Having said that, the longerons have to be a bit longer than that to handle the fuselage curvature, and many builders are adding an extra 14" bay aft, and maybe another 2" bay forward (for leg room and counterbalance), so that's another 16". You can save on shipping by buying two shorter pieces and "scarfing" them together mid fuselage somewhere, using T-88 epoxy or something similar. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
KRnet> Another set back.
Last night we completed the aileron installation on both wings. WunderBird could actually fly now except for a set back we discovered this morning. The right wing aileron is warped. WTF! How did this happen? No idea! The left aileron came out perfect. Now we have to fabricate a new aileron. This are the things that make us builders say we actually built two planes to make one good one. Mark Jones Oldsmar, Fl N771MJ “WunderBird” www.flykr2s.com flyk...@gmail.com -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Construction methods references?
Chet: Try this link to Amazon for composite construction for aircraft: https://www.amazon.com/gp/product/0964282844/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&psc=1 There is a lot of useful info for any composite aviation construction. Mark W (N952MW res) On 5/9/2023 3:17 PM, MS wrote: On Tuesday, May 9, 2023 at 08:56:01 AM PDT, Chet Orton via KRnet wrote: "Can anyone recommend resources (books, videos, etc) for learning the skills and materials? Thanks!" -Chet This isn't exactly what you're looking for Chet but there may be something interesting in it anyway. Checking it just now, it appears YouTube chopped off the very beginning and stuck an ad in. This was and probably is the only YouTube video I'll ever attempt. I thought I'd successfully avoided having ads but it appears I've failed. This consumer society we've created has evolved from something convenient to being a disease. https://youtu.be/qgJp95DhIOg <https://youtu.be/qgJp95DhIOg> Many "plans built" designs have pre-formed components that can be bought from various sources, reducing overall build time. This video describes attaching pre-built wings to the fuselage. Ken Cottle, BTW the builder of the aircraft in this video, has his current KR for sale. As with me, his aviation activities are winding down. The one he has now is one of the three KR-1's that Sam Bailey built. Ken has made lots of improvements to this plane (vortex generators, good engine, etc.) If anyone is interested in an inexpensive yet solidly-built KR please send Ken an email. kcottl...@gmail.com Mike Stirewalt propala...@att.net -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Freebird status
Kieran Shanley wrote: >>I know these things always take much longer than expected and I don't mean to hassle anyone. Would it be okay to ask for a brief update on the status of the Freebird plans ?<< FreeBird is coming along, just taking longer than expected. There's only one CAD guy, and solid modeling an entire aircraft and its structure, and making drawings...isn't trivial. AND he's changed jobs and moved across the countryso he's a little busy lately. Progress is being made, and it will get done, just not as soon as everyone would like. And also, >>Another question for you - if a new builder is considering starting to build a "KR2 like" aircraft should they sit tight and wait for the release of the freebird plans or could they get started on some part of the aircraft ?<< -- Kieran, the main problem with getting started on something like the wings is that the wing's outer spars need to align perfectly with the main spars in the fuselage, which is not predictable given the curvature of the "boat" sides. Best to build the fuselage first, then attach outer spars to the main spars and build the wings around the spars. The whole plane is built that waybuild onto existing structure for a perfect fit. For more on that, spend a week looking through my KR2S build website at http://www.n56ml.com and you'll see what I mean. If you read through that entire website, you'll walk away feeling like "I can do thislet's get started". It's all just one simple job after another. Just takes perseverance. At this point, we don't have a list of exact dimensions of all the spruce parts, but we're not far from having it. As for getting started on something, go for it! The examples of forerunners to FreeBird on the FreeBird page at http://www.freebirdplans.org/ are fine examples. These were built on the experience of others who "expanded the envelope" a bit at a time, and it turned out to work just fine. Basically, add one or two 14" bays to the aft of fuselage and about 2" to fuselage in front of the wings for each added bay. At some point there's a limit to the length of spruce you can buy (or pay to ship), so scarfing longeron material that's only have as long as required makes a lot of sense. You'd want to make the scarf joint somewhere like in the aft fuselage halfway between wing trailing edge and horizontal stabilizer (and not in the same place as a fuselage skin splice). If joining wood sounds dangerous, it's not if you make a good scarf joint and use T-88 epoxy made for the job. Make the width something reasonable but not cramped. It depends on your size and intended passenger size. A Dragonfly canopy is very flexible and will fit just about anything. Ask on KRnet what folks are using for upper longeron max width, or something like 44" is likely close. Maybe some recent builders will comment on what worked for them. There are copies of the KR plans construction notebook floating around on the web, and somebody else can post a link to that. Somebody also posted the large detailed drawings to the list a few weeks ago, which should be in the KRnet archive at https://www.mail-archive.com/krnet@list.krnet.org/ . We'll try to get some basic dimensions on the fuselage shortly on the FreeBird website at , but really, past KRs are built to fit, and it almost always works out fine. You just have to save the engine mount for last and compensate with engine spacing to get the CG just right (see http://www.n56ml.com/corvair/mount_fit.html ) for what I mean there. Also study the other build stuff at http://www.n56ml.com and you'll have a very good understanding of what's involved. And best of all, you don't have to reinvent the wheel like lots of us did. Let us know how it goes, and take lots of photos for the on-line manual! Where there's a will, there's a way. For the newbies, the FreeBird website is at http://www.freebirdplans.org/ I'm off to spend another full day at the airportwhere I seem to spend all my time lately. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> test
You might try turning off the spam filter at the server and deal with it locally. Thunderbird has a reasonable heuristics based junk/spam filter, so you would still have the same opportunity to verify whether or not your "spam" is still spam. Thunderbird will also move the email on the server based on your selection. It took me a while to get used to that and I am thinking about going back to Outlook and the MS Office Suite, but haven't decided yet. Mark W (N952MW res.) On 4/29/2023 7:25 AM, Flesner via KRnet wrote: On 4/28/2023 10:18 PM, G R Pickett via KRnet wrote: That is one reason to upgrade your software, newer versions have better security functions. +++ My problem is there are things happening before it ever gets to my software. The issue is at the server level. It was / is function, not security. I would normally get 3 to 5 e-mails a day and 25 to 30+ spams on the server. I would delete the spams on the server every couple of days after checking them to insure they were in fact all spam. They never downloaded to my home computer. I got all my test, a test from my wife, all post from the net, all one of them other than my test, and on the server there is only one spam. There should have be 50+ spams on the server. Someone in tech support changed something after telling me there was nothing they could do. I can only assume I'm getting all my e-mails but there is no way of knowing. As for updating my software I'll upgrade from Windows 7 when they pry it from my bony old fingers. One of my Observations on Life is "Stubborn grows on old age like wrinkles". Everyone catches it if they live long enough. Larry Flesner -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
Steve Loebs wrote: >>Mark, what is the cost comparison of the zero SMOH O-200 vs the rebuilt Corvair 2850 with the SPA 5th bearing / billet crankshaft combo? << You should probably call SPA and ask that question. I've have lots of other things I need to get done. Let us know what you find out. Tell them their website needs work while you're talking to them. Dan and Rachel are great peoplejust need a website guru to fix some broken links. >>It would be great if someone had a spreadsheet of the breakdown of Corvair costs<< My spreadsheet from July of 2000 is enclosed. Prices are probably a "little" low compared to today's prices, and I'm sure I missed a few things...lifters, for example. which are about $60 a set from Clark's Corvair. One of the many wonderful things about Corvairs compared to VWs is valve adjustments are never required because they are hydraulic. Do it on the workbench at assembly, and never touch it again until the next rebuild. Continentals are the samehydraulic. As for vinyl ester, apparently West Systems epoxy (105 resin and 206 hardener) are fine with auto fuel as well, according to some research I did last year while repairing N357CJ's fuel tank. The boat guys swear by it, and I've got some in a jar of fuel (and some on the bottom of the KR2S's fuel tank), and so far it's hard as a rock, just like the vinyl ester. Vinyl ester is pretty smelly stuff, at least what I used was. Don't put it in your fridge or you'll likely want to trash it afterwards. For a LOT more info on Corvair engines in airplanes (and the several that I built over the years), in excruciating detail, see http://www.n56ml.com/corvair/ and all the links on that page. You'll need several cups of coffee for this one. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL 3100cc_Corvair_costs-July2000.xls Description: MS-Excel spreadsheet -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> water injection
John Gotschall wrote: >>So it helped with detonation, and cleans things. Power improvement was more the side effect of less detonation and being able to operate where detonation had been a problem? I mean it wasn't a power increase like raising the boost on a turbo charger system? When switched on does rpm rise or drop? Or does it depend on water/air mix?<< -- I didn't notice a power increase the either car or airplane. Of course in a Karmann Ghia with gobs of power, there's so much power it would be hard to notice.you're just enjoying the moment! You couldn't keep it floored for long, unless you wanted to double the speed limit in most of the country. In the plane there was a slight reduction in RPM, throttle remaining right where it was. I don't claim to have had the water/fuel ratio perfect, or even close, or even know what it should be. Maybe excess water, considering it was coming through the primer ports (although they do have a pretty fine orifice in them). Just my experience. It did what I wanted it to do, and that's all I asked of it. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> water injection
John Gotschall wrote: Has anyone here operated such a a system? -- I've run water injection on various things over the years, especially in my 2110cc Karmann Ghia while my wife was stationed in Las Vegas. I installed it out there due to the heat. The high compression and crazy ambient heat levels led to detonation in the cylinders, so I cobbled up a vacuum switch-operated system that sprayed a fine jet down each of the four throats of the two Weber carburetors. It was activated automatically whenever the averaged intake vacuum dropped to a point near wide-open throttle operations. I had a vacuum gauge in the panel so I knew when it was going to flow and when it wasn't, along with a bright amber LED on the panelfed by the 12V to the pump. A wonderful side effect of this system was when I tore the engine down (I forget why), the combustion chambers looked like they'd just come out of the box! Clean as could be. I was a VW mechanic at Prestige Motor Cars in Vegas, waiting for my first wife to finish up her Air Force hitch so we could start school at Auburn. Later, I flew with water injection on N56ML, just to keep the combustion chambers clean. For that job, I'd just switch it on at cruise and let the cleaning magic happen, and did this several times a year, just out of general principle. I used the two primer ports as the injection sites, and it worked great! There was a slight RPM drop while it was "injecting", but not enough to worry about. Head temps dropped, for obvious reasons. I got that complete system online.it had something like an IV bag that I filled with water and hung from a knob or similar. I really don't have enough of a problem on 1JF's engine to bother with that now. I fly it so lean there's nothing to deposit on the chambers. The plugs come out very light, with virtually no deposits. The Ellison's awesome spray-bar fuel distribution allows a LOT of leaning, and some truly amazing fuel economy. Being a very slippery lightweight KR with a lightweight pilot doesn't hurt either, I guess Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol - Fifth Bearing
I'd like to clarify what I wrote yesterday about crankshafts. That page is devoted to crankshaft failures, but doesn't emphasize enough that another key ingredient is the "fifth bearing".a much larger and longer bearing (twice the diameter and more than 2" longer than the factory's "fourth" main bearing journal), which provides significant support for the nose of the crankshaft and prop hub. I've talked about this many times on this list and on my website, but that is absolutely imperative at well. We in the Corvair world should have taken that lesson from Revmaster and Great Plains, who'd already learned that lesson and created much larger front bearings on their engines to prevent crankshaft flexing due to prop forces. I'm sure you've all heard enough about that stuff from me, but a very large front bearing at the prop hub and near-perfect crankshaft are a must for airplane use, and nobody should have tried to fly behind one until the prop forces were dealt with in that manner. 20/20 hindsight. Also, I built N56ML's fuel tanks out of vinylester resin to handle ethanol-laced fuel, and burned 91 or 92 octane gasoline with ethanol almost exclusively for 1030 hours. I only used 100LL when I was forced to refuel while cross-country. I think I calculated that I'd run 6000 gallons through it at one point. A warning regarding airport "mogas".it's often 80 octane, and probably quite stale, so be careful out there. I currently have to burn "ethanol free" fuel from the local Raceway in N891JF, because the tank is built of some kind of epoxy which ethanol will dissolve. N357CJ is similar, having RR tanks in it. On my list is replacing the main tank in it with a home-built ethanol- tolerant tank using vinylester epoxy. See enclosed photo of Sport Performance Aircraft's "Gen2" fifth bearing on my soon-to-be-flying 3100cc Corvair engine. Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL Mark Langford m...@n56ml.com http://www.n56ml.com Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
Re: KRnet> Mark's crankshafts and ethanol
Worked fine for me. Both in Mike's e-mail below and Mark's original post. Mark W N952MW (res) On 4/19/2023 1:44 PM, MS wrote: > "For the "crankshaft odyssey" mentioned above, see http://www.n56ml.com/corvair/crankshaft/ <http://www.n56ml.com/corvair/crankshaft/%C2%A0> . Get a cup of coffee first." I'm getting a 404 at that link Mark. Mike -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet
