KR> How do you test a transponder?
>From : http://www.trig-avionics.com/adsb.html "What equipment do I need? To support ADS-B "Out", the aircraft must have a GPS receiver as the position source, and a datalink transmitter to actually send the ADS-B data. The datalink transmitter that most aircraft will use is a Mode S transponder, using a feature called "Extended Squitter". The Mode S transponder with Extended Squitter is the international standard for ADS-B output. Specific to US airspace - and not approved elsewhere - is the UAT datalink transmitter as an alternative to the Mode S transponder. UAT transmitters may only be used on GA aircraft flying at lower altitudes in the USA. The GPS receiver used must be an IFR certified receiver. Although that GPS is not required to be WAAS capable, that may be a moot point. Many legacy GPS receivers that were designed before ADS-B was planned do not include the necessary calculation of integrity and accuracy that ADS-B needs to operate. It is unlikely that these older devices can be upgraded, and therefore a new GPS receiver would be required. Most new GPS products today are WAAS capable." So if you need a transponder looks like a Mode S would be the one to look for, or stay out of A,B or C airspace. Rick Human N202RH Houston, Tx ___ My understanding is that with the advent of ADS-B, transponders will become somewhat obsolete in a hurry, replaced by ADS-B hardware instead. ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> the answer is
But did the shrubs get planted or did the wife buy the bad back? :-) Larry wrote: Oh well, considering all the options, life is still good:-) Rick Human N202RH Houston, Tx ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> slick magneto parts
As I recall you did put your mags apart at 500 hours? -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Larry&Sallie Flesner Sent: Thursday, January 23, 2014 6:01 PM To: krnet at list.krnet.org Subject: KR> slick magneto parts Netters, I have put 500 hours on my new Slick magnetos and, on inspection, found a loose arm in the distributor block on one mag. The part number I'm looking for is K3822. Any one have an extra one laying around. Best I've found so far is AS&S for $295. Any suggestions on a cheaper source? Larry Flesner ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
KR> Post curing wings
Kinda at a loss why anyone thinks they need to post cure the glass on a KR. The glass is just there to keep the foam from abrading away! The structural loads are taken up by the wood. The KR is a wooden aircraft that is fleshed out by foam and a wear coating of fiberglass or an even the less load bearing Dynel material. Lighten up a room cure is entirely adequate. The only post cure my project received was the wings hanging from the rafters in a closed garage in the South East Texas summers and it's been fine for 350+ flying hours. Rick Human N202RH Houston, Tx
KR> Wanted to buy!
That's a broad incorrect statement, He is referring to aircraft certified as an ELSA (i.e. RV-12) - A KR can be registered as an Experimental AB and flown as by a pilot exercising the Light Sport Privileges as long as the subject aircraft complies with the Light Sport criteria. That's how Cubs, Champs etc. qualify to be flown as Light Sport. Rick Human N202RH Houston, Tx -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of jon kimmel Sent: Wednesday, September 11, 2013 4:42 PM To: KRnet Subject: Re: KR> Wanted to buy! When I talked to the local faa guy he said that the design has to be certified as light sport and the plane has to be built exactly to plans...I don't think any would meet those restrictions. to change options
KR> brake cylinder manufacturer?
I am using a set of these - they came with my Rosenhaus wheels. One did leak on me and I got replacements out of the local A&P's Parker O-Ring assortment. Rick Human N202RH Houston, Tx -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Mark Langford Sent: Saturday, February 23, 2013 5:25 PM To: KRnet Subject: KR> brake cylinder manufacturer? Anybody recognize these brake cylinders (see enclosed photo)? This one leaks, so I'm looking for o-rings. Of course, they are just regular o-rings, more than likely, and I can probably match them up at the local "rubber and gasket" store, but I'm trying to make sure I get it right. They are half inch bore, which isn't much... Thanks, Mark Langford ML at N56ML.com website at http://www.N56ML.com
KR> Re: Early Mentor
Hmm - Is the Navy really interested in developing new Drone Pilots?? Rick Human N202RH Houston, Tx Sid Wood wrote: The simulator is being furnished by the National Flight Academy. Initial funding is from a $250,000 grant from the Naval Air Warfare Center Aircraft Division at Patuxent River Naval Air Station.
KR> Cost to fly
Come on Robert let's be realistic on what it costs to fly our KR's. By my record keeping fuel is only about 30% of my cost, Hangar is 50% and I only pay 1/2 of our "T" hangar rent, liability insurance is 13% (it took a big drop this year), incidentals (oil, filters, elt batteries, tires, brake pads, etc) make up the remainder. All told over the last 6 years I've averaged @ $60.00/flying hour. Notice I didn't include depreciation on original build cost. If I were to include that and the $10 bucks for food it would really scare that $100 bill. It's still cheaper than renting and OH such much more fun!! Rick Human N202RH Houston, Tx Robert7721 wrote: I spend 1 hour flight time at 4 gallons an hour - that is only $20. Jeff Scott wrote: Â I put 2 more hours on my KR today as well flying out for the $100 breakfast. ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Repairman cert.
Ed and Dan wrote: If you can convince the FAA that you built at least 51% Actually this is a misnomer - the regs state that at least 51% of the aircraft must be amateur built (AB). That 51% can be built my numerous hands and that's why the FAA published the Advisory Circular 20-27G in 2009 which includes a checklist for determining what was AB built and what was commercially built. I did some investigating on this last year and touched based with the local FSDO and they said they would use that checklist to help determine (1) if it could be licensed as an AB and (2) help them to make a determination if a repairman's certificate can be issued. I think if you bought a 90% or better project you could still obtain a repair certificate, if one hasn't been issued and if you can convince the FSDO that you know enough about the structure and operating systems to determine if is in a condition for safe flight. I think a good approach is to develop a checklist of the items you plan on checking when you do your annual and present it to the FAA for review and comment. A repair certificate is nice to have but a lack of one is not a show stopper. Any A&P can sign off the annual condition inspection - I think after the A&P looks over your shoulder while you are performing the inspection and you satisfy him he won't have a problem signing your logbook. Rick Human N202RH Houston, Tx
KR> Tony Bingilis Award
Actually as a Chapter officer I think Jeff is right on - we experience the same problems and are working to change those attitudes/climates. Rick Human N202RH Houston, Tx James wrote: I think Jeff needs to put his hand bag down On 06/02/11, Jeff Scott wrote: > Craig, > > So let's correct your statement a little bit. "*WE* just sit around and plan." If you're a part of the chapter, you can make a difference in how it operates. As a former tech counselor, and current chapter president, I can't tell you how many times I have asked for input from the membership on something and stand there looking at a room full of stone faces.
KR> Matco wheels and brakes
Gee - what am I missing here - I was always taught to fill/bleed aircraft brakes from the bottom up - every aircraft brake assembly I've ever dealt with had the "bleeder/filler" at the very bottom. Rick Human N202RH Houston, Tx RdRacer wrote: "having the bleeder on the top is definitely good for ensuring all air is out of the system."
KR> Insurance: kr-2 vs kr-2s
Well - that's interesting as I have a straight KR-2 and just renewed with Falcon and have been with them for @ 4 years - there was never been a question or problem. I'm only carrying liability - don't know it that makes a difference. Rick Human N202RH Houston, Tx Andy wrote: Falcon insurance will not insure the kr-2, and will insure the kr-2S. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Boatbuilding Questions
Mike since no one else has replied directly to your table questions - here's my take. The table doesn't need to be any longer that it takes to layout the fuselage sides - so what-ever that is based on the short or long fuselage. I would probably make it as wide as the widest part of the fuselage as you will need that when you start to erect the sides. The Horizontal stab/Elevator can be saved to last but you will need to mount the rudder post when you frame the boat. The Vertical Stabilizer is constructed after the Horizontal/Elevators are mounted. Hope this helps Rick Human N202RH Houston, Tx
KR> 1300# gross weight question
Craig wrote: >No doubt about it I am going to be right near 1300# full fuel and the wife with 30# baggage if I can get the empty weight at 764# like Marks plane. The question is can the RAF48 stock wingspan handle that. < You guys are really scaring me by ignoring the part gross weight plays on the design of an aircraft, it's not just a matter of wing loading but the ultimate strength of the aircraft. A number of years ago this was posted (look in the archives). Peter Hudson Tuesday, October 07, 1997 11:10 PM hi gang, I've just had some luck on the gross weight issue. While talking about it with some work mates at lunch I found someone with an OLD edition of Bruhn (for the non engineer types Bruhn is the bible of aircraft structural analysis). In fact its a 1949 edition so it still had the section on wood spar design/analysis. The good news bit is that the forest products lab had done extensive testing on exactly our type of box spar for spruce. There are different allowables for the spruce in spars based on some shape factors of the spar caps and webs. The values are stronger than test specimens in pure compression (due to the nonlinearity of wood at failure depending somewhat on the shape) FOR THE KR-2 SPAR the allowables for ultimate compressive rupture are 6670 PSI and for the elastic limit is 4900 PSI. Not counting any contribution from the rear spar that gives the following limits. For 5.7 g ultimate (FAR 23 for normal catagory) the gross weight allowable is 1035 lbs (plus the weight of the wings) for My KR with 100 lbs of wing the gross weight should not exceed 1135 lbs. (ultimate is the driving factor here...limit load works out to 4.2 g) So I plan to use 1100 lbs as my gross weight, leave my spar stock and I'll feel good about it. (I trust Bruhn implicity!) I'll write again with an appropriate set of V-N diagram data soon based on that gross weight and strength. -Peter Hudson- My suggestion is that you do some serious soul searching about what you are attempting to build or at the least get some professional help from a structural engineer! ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Wing Tanks
Suggest you add a pressure test to you to do list Rick Human N202RH Houston, Tx -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Dan Heath Sent: Sunday, October 03, 2010 6:27 PM To: 'KRnet' Subject: KR> Wing Tanks Still to go, build the part that will align the filler cap with the wing skin, offsetting the angle of the tank, install the fuel probes which are due to arrive on Tuesday, assemble the tank, patch the holes in the wing, make the removable panel, install the tank and plumb it all to the existing fuel fitting in the cabin. Maybe I will have it ready for the next Gathering.
KR> still struggeling with high oil temps VW 2180
Jeff - I have some information attributed to John Thorp (but I can't point you to the source). He indicated that the total inlet size in sq inches should be the hp *.35. The exit air needs to be 2.5 times the exit air. I too had some oil cooling problems on my c-85 and found the exit air plays just as much in the cooling as the inlet air. In fact my exit outlet ended up being @ 2.85 times larger and I still see 200-210 degrees in mid-summer ( it does come down to 190-195 in cruise flight). I also played with a lip and it didn't help so I removed it. Hope this helps some. Rick Human N202RH Houston, Tx
KR> Flap Effectiveness - 2nd Pass
OK - let me see if I can help. I have a standard KR-2 with flaps. First off the flaps as built per plans will not pitch the nose down! They do not have the area to being even close to doing that - about the only thing they can do for you is marginally help stabilize your air speed on final. I haven't found any help in deploying them on take-off, the only benefit I have found is that two notches will help you get the tail up when operating at gross. Now all that being said I was able to make a rather simple modification that probably made my installation twice as effective and that was to add a center section flap that fills the gap between the flaps across the bottom of the fuselage. I can supply pics if you wish but it's simplify a piece of reinforced 1/8" ply that is hinged off of the flaps inboard hinge points with a third center point added. The ply has tabs on the ends that the flaps engage and the center section flap is deployed along with the flaps. I get about a 6 kt reduction in stall speed with the flaps fully deployed. Larry is right on his post the only good numbers that are meaningful are going to be ones you generate in your Phase I testing - Best advice I can give is to do you initial testing on a 4,000 foot field - I prefer turf myself it's more forgiving. Then once you have a feel for the airplane shorter fields become a possibility. My apologies for not trimming the original note - but it's seems pertinent to leave it in its entirety. Rick Human N202RH Houston, Tx -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Dave Dunwoodie Sent: Saturday, August 21, 2010 6:02 PM To: kr...@mylist.net Subject: KR> Flap Effectiveness - 2nd Pass Many thanks to everybody that responded! However, I didn't really get the information I was after. I am looking for pitch up, pitch down information when the flaps are deployed, as well as effective slowing numbers correlated to percentage of flap deployed, stall speed changes, recommended flap settings for takeoff from short field, etc. For example, with full flaps deployed, doing slow flight, what stall speeds are you getting? How effective are the flaps for landing, and what are the numbers? Would you use no flaps, or 1-2-3 notches of flap for takeoff from short field? If you used flaps for takeoff, at what speeds would you being them back to zero? In my Warrior, I have all sorts of numbers available to me to make decisions with, but in the KR2, I have nothing! In the Duchess, I have the same information available, but again, in the KR2, I am trying to "write the book", so I really need input! Thanks everyone! Dave. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> last night's sunset picture
Mark wrote: ...adding 8% more wing area. Best I could tell in 40 minutes of flying is that top speed hasn't suffered at all, climb rate is much better (even on such a hot/humid day), and the extra flaps are going to be very nice! My prediction is that the added wing area will make itself felt at the higher cross country altitudes you normally cruise at - You should see a higher true airspeed as well as a lower stall speed. Be very interested in your testing data. Rick Human N202RH Houston, Tx
KR> Trailering
I think it's mostly an expedience in loading. It's just easier to pull it up tail first. Probably would be better for the control surfaces, if attached, to trail (as in towing nose first) but even then they should be locked down with external control locks. -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Larry Ragan Sent: Thursday, July 15, 2010 8:22 AM To: kr...@mylist.net Subject: KR> Trailering I've seen projects being trailered and a lot of the time they are being towed tail first. Is there any special reason or advantage to doing it this way? ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Dragonfly Canopy Question
Kerry Miller wrote: > Does anybody on the list have a Dragonfly canopy for sale or know > where one might be available? Here's the original manufacturer of the Dragonfly canopy - I believe they still are producing them. Give them a try. Aircraft Windshield Company Alamitos, CA 562-598-0716 FYI - the Dragonfly is a molded canopy - Todd's is blown - molding usually produces better optics and is responsible for the flatter top which yields more headroom. Rick Human N202RH Houston, Tx
KR> Electric Trim
Suggest you check out this link http://www.rayallencompany.com/index.html it's what I used Rick Human N202RH Houston, Tx
KR> Matco/Rosenhan Wheels
Dan wrote: I have to change my tires, and it seems that the only way to do that is to pull the wheel off the axle, which will require a wheel puller. What kind do others use for this, and where do you get it? Dan, I have Rosenhan wheels/brakes and they don't require a wheel puller - you first have to remove the screws holding the brake rotor to the wheel, then remove the axel nut - wheel/tire then just pulls off. The rotor stays with the calipers and axel. Rick Human N202RH Houston, Tx __ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> RE: tri gear and taildragger
>The KR-2 is too short for a tail wheel. Maybe the 2-S is OK once you're used to it but the shorter "2" is no fun at all with a tail wheel.< All I can say to this is HORSE HOCKEY! I have a straight short body 2 with fixed conventional gear and love the way it handles on the ground and in the air. If you give it any thought you will figure out that the regular 2 with the diehl gear will sit at a higher angle of attack than the longer tail 2S. Some of ya'll need to find a better tailwheel instructor! Rick Human N202RH Houston, Tx
KR> Fw: Pilot Weight
If you go back to my first reply - I said I limit my "Seat Weight" to 360 lbs. That's total for both seats! Now being that the seats are side by side - I have found through various weights in the right and left seats it doesn't make any difference how you distribute that weight, so I would extrapolate from that, that up to 360 lbs on the center line should be just fine. Don't know how I can make it any plainer! Rick Human N202RH Houston, Tx -Original Message- From: krnet-bounces+rahuman=peoplepc@mylist.net [mailto:krnet-bounces+rahuman=peoplepc@mylist.net] On Behalf Of Joe Coggiano Sent: Tuesday, January 19, 2010 6:55 PM To: KRnet Subject: Re: KR> Fw: Pilot Weight Please excuse me, but I am leaving in previous emails for clarification to anyone who may see this 4 the ist time. According to your reply u might be stating: 370 from center seat? Joe ________ From: R. Human To: KRnet Sent: Tue, January 19, 2010 1:10:21 PM Subject: RE: KR> Fw: Pilot Weight My particular situation is 145/150# left seat, 210# Right seat and I didn't notice any imbalance requiring a stick deflection. I have a header tank, I would think that if you had a fuel inbalance in wing tanks it would be noticeable. Solo from the left seat it handles the same except it climbs faster and requires a little more up trim. Rick -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Joe Coggiano Sent: Tuesday, January 19, 2010 1:59 PM To: KRnet Subject: Re: KR> Fw: Pilot Weight Thank you. I mean all things considered as follows: 2 seat 1 occupant in either seat; would this equal a single centered seat single occupant or does the weight have to be distributed side to side for max carrying capability. Joe ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Fw: Pilot Weight
My particular situation is 145/150# left seat, 210# Right seat and I didn't notice any imbalance requiring a stick deflection. I have a header tank, I would think that if you had a fuel inbalance in wing tanks it would be noticeable. Solo from the left seat it handles the same except it climbs faster and requires a little more up trim. Rick -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Joe Coggiano Sent: Tuesday, January 19, 2010 1:59 PM To: KRnet Subject: Re: KR> Fw: Pilot Weight Thank you. I mean all things considered as follows: 2 seat 1 occupant in either seat; would this equal a single centered seat single occupant or does the weight have to be distributed side to side for max carrying capability. Joe
KR> Fw: Pilot Weight
Depends on a multitude of things (OAT - hence density altitude, CG, etc.) - I operate near sea level have a gross weight of 1150, and based on sandbagging have limited my "seat weight" to 360lbs total. In the hot Texas summer I usually want to drop that as much as possible. FYI my personal empty weight is @ 145lbs. As many have said before - your results Will vary! Rick Human N202RH Houston, Tx Joe Coggiano wrote Does anyone know what the heaviest person or persons that the KR has accommodated Joe ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> quick afternoon flight to Fontana Dam
Langford wrote: See http://home.hiwaay.net/~langford/flights/fontana/ for details. Gee Mark - are you inviting a visit from the FBI - loitering over a DAM, in a HOMEBUILT AIRCRAFT, posting pictures of the target on the net. Numerous trips overseas in the last year, once landed on a Military Base without previous permission with said aircraft, it just goes on and on! :-) Rick Human N202RH Houston, Tx
KR> folding wings
Actually Mr. Moore directly copied the wing folding arrangement on the Bower's Fly Baby and John Monnett's Sonerai. It's no more than a sliding tube with a u joint - the tube slides out at the wing root which provides support for the spar end and allows the wing panel to rotate, the u joint allows the wing to fold back parallel to the fuselage. I believe drawings of the Fly Baby are included in the early Sport Aviation's - do a search on Oshkosh 365. You still have to deal with unbolting the WAF's. Rick Human N202RH Houston, Tx -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Mark Langford Sent: Wednesday, January 13, 2010 9:59 AM To: KRnet Subject: Re: KR> folding wings After rereading Ray's post, I guess I'll take back that I'll document it all and put it on KRnet. That's Moore's "iintellectual property", so that wouldn't be right. Perhaps he's still on KRnet and would offer those plans. Maybe the raffle idea for that one setup isn't such a bad idea either. If we can't locate him, that may be a different matter, but that's for later. Mark Langford n5...@hiwaay.net website www.n56ml.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> B&C Alternators
Has anyone had any experiences with the B&C gear driven alternators for the C series Continentals, they would care to share? Rick Human N202RH Houston, Tx
KR> (no subject)
Try this link I've seen it referenced often http://www.eaa1000.av.org/technicl/worktabl/worktabl.htm Rick Human N202RH Houston, Tx -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Robert Wood Sent: Friday, November 20, 2009 7:46 AM To: kr...@mylist.net Subject: KR> (no subject) I would appreciate knowing the demensions and material needed for building a work table for the KR2s. Thanks, Bob ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> What can I use as a thrust line datum on a slightly modified KR2 project
> I am also seeing a "V" support configuration on the braces between the > upper > longerons on a lot of the sites... I am not seeing (or I am missing) this > configuration in the plans. > The V's seemed to be added with the "S" model - the original KR-2 doesn't have them. You may want to confirm what "boat" you have. Rick Human N202RH Houston, Tx
KR> Test
This one came thru Rick Human N202RH Houston, Tx Eric Pitts wrote Not getting anything from the KRnet. Not getting my messages back either.
KR> Magellan 315A
Mark - here's a suggestion from my Hangar partner: Yes (has a Magellan), but newer than that one, sounds like he should download all his way points then reset to default settings. Memory may be full too or his tracks to big. Mark wrote: I have a Magellan 315A . On the last few flights the Magellan has been acting up, freezing up, then regaining normal mode and just doing weird stuff.
KR> Rudder turnbuckles
Uh - have to disagree - the springs, or a balance cable, will hold adequate tension on the pedals to allow you to take your feet off the pedals in flight. In calm air mine flies quite well hands and feet off. Rick Human N202RH Houston, Tx Daniel R. Heath wrote: So, what you must be sure to do then, it to always keep your feet on the pedals with some pressure. I suggest adding turnbuckles in a closed system. You can fly this plane with no feet except for take off and landing. -Original Message- I don't see the need as you actually tension the cables with your legs. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Rudder turnbuckles
There was a post recently about were to mount turnbuckles for the rudder cables. I dont use turnbuckles on the rudder cables , I dont see the need as you actually tension the cables with your legs. What I have done is make a strap of 4130 @ 3 to 4 inches long and ¾ wide (obviously sizing can be adjusted to you own needs). Drill a series of holes along the length. One end hole is attached to the cable, just use a thimble and swage to attach, the other end hole is for your return spring or run around cable (these are needed to keep the pedals from falling back when the aircraft is unattended not to provide system tension). The remaining center holes are your rudder pedal position adjustment. Lighter and much less expensive than turnbuckles. Hope this helps Rick Human N202RH Houston, Tx
KR> Young Eagles Flights
Glenn Wrote> > I recall reading somewhere that the planes used in the Young Eagles program must be certificated airplanes for insurance reasons. I do participate as support crew. -- The Boy Scouts of America have that requirement for their kids - EAA does not!!!
