KR> Foam filled tanks.

[Robert Morrissey]

The OV-10 military aircraft had reticulated foam in its tanks to avoid
explosions from enemy fire. The foam was replaced on an approximately ten
year time frame.The foam was cut and marked for proper order of tank
installation through each wing tank access  hole.  The leftover foam was
excellent at taking bugs off car windshields. In time even this application
left you with an unusable piece of foam.
Bob Morrissey  New Bern NC
- Original Message - 
From: "Bill" 
To: "KRnet" 
Sent: Tuesday, June 05, 2007 10:51 AM
Subject: Re: KR> Foam filled tanks.


> I'm the one who brought up foam filled tanks. The idea came from
> military applications where a low density foam is used to make the tanks
> explosion resistant. The foam displaces 2% of the tank volume and has a
> density of about 1.2 to 1.4 lbs/cu. ft. Vinylester resin is fuel
resistant.
>
> ___
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http://www.kr2forum.com/phpBB2/index.php
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KR> Expected Lifespan of Construction Materials

[Robert Morrissey]

Kenny, McDonnell Douglas built 50 F-4 Phantoms with fiber glass/ epoxy
rudders for the Navy. One came through the depot I worked at after 15+ years
of service and was still suitable for flight.
Bob, New Bern NC
- Original Message - 
From: 
To: 
Sent: Friday, June 23, 2006 8:13 AM
Subject: KR> Expected Lifespan of Construction Materials


> Have any of the KR builders out there researched the expected lifespan for
the epoxies and plastic materials used to construct a KR?
>
> I know I have experienced breakdown/deterioration/debonding of some of the
various commercial plastic, foam, and/or glued items that I have had over
the years.  One example is a pair of cycling shoes which had a stiff plastic
sole and a vinyl/plastic upper that was bonded together with some sort of
glue.  After about 10 yrs, the glue started turning into a powder and the
bond between the sole and the upper failed.  I have R/C airplanes that are
approaching 20 yrs old that have no signs of glue deterioration (CA and
epoxy glues), yet.  Some of the epoxies used have seemed to have undergone a
transformation as the color of the epoxy has changed over the years.
>
> Thanks,
> Kenny
> --
> Jesus, who do you say He is?!?!
> John 3:16
> ___
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KR> Check list usage

[Robert Morrissey]

Colin, You hit this issue right on. I have read of the destruction of
military airplanes and pilots from the "small error" of having the check
list walk-around being interrupted by some other activity. When the
walk-around was resumed it started further down the list. The steps left out
came back to bite the pilots in the a__. Murphy is waiting to get us in
missed details.
Bob Morrissey
- Original Message - 
From: "Colin Rainey" 
To: 
Sent: Saturday, November 12, 2005 10:20 PM
Subject: KR> Check list usage


> I went to the Corvair College on Friday and met with Jack Cooper, Mark
Langford, Bill Clapp, his friend (sorry forgot the name), and later saw Bob
Lester who is doing much better, though in his words alittle shorter, Glenda
McElwee, and the hangar gang.  While there I talked to alot of prospective
builders about the assembly, and merits of some of the new design features
compared to older stuff, and had several discussions about flying and flight
skills, specifically concerning the KR. Here are some thoughts, prompted by
Mark Jones' post of his flight:
>
> First off, I have posted a 2 simple checklists, one for "normal" flight,
and one for emergency flight, on Dan Heath's web page. If you don't use
them, make some of your own, but PLEASE use ONE!  It is a proven fact that
our mental capacity deteriorates rapidly with the stress of something going
wrong.  Checklists are so that you can focus on just flying the plane and
not have to rely on memory for troubleshooting, or proper response to a
given problem.  Laminate them, and keep them IN THE PLANE at all times.  It
is regulatory for certified planes to have their operating manual in the
aircraft during each flight. Part of your preflight includes checking for
this manual and the airworthiness certificate, and registration.
>
> Second, once you have the checklists, get in your plane and practice using
them, ON THE GROUND. We in teaching call it chair flying.  Pretend you are
going out to fly and rehearse EVERY procedure, no matter how well you know
it. You will check the accuracy of your checklists, and you will begin
developing a routine that will save your life.  If you find that something
has been omitted from your emergency or normal checklist, then don't fly
until you correct your checklist.  The Private Pilot Practical Test Standard
has a section right in the beginning that discusses how the test is to be
conducted, and one thing it mentions specifically is checklist usage.  Not
using a checklist to confirm that the pilot has performed the procedure
correctly is grounds for a Notice of Dissatisfaction from the Examiner.
Knowing this, I KNOW all the KR drivers out there had instruction in
checklist usage, and its importance.  DON"T FLY DIFFERENTLY just because you
are in your plane, or no one is with you to critique you, or your confidence
says you know the plane well.  2 commercial pilots with combined airline
experience of over 20,000 hours died from running OUT OF FUEL, because
neither checked the wing tanks, and assumed that maintenance had filled them
up before returning the plane.  Lots of experience does not mean correct
procedures are being followed.
>
> Do this BEFORE flying and you will be able to relax while in the air,
because you know that your habits and procedures will guide you through
anything you are confronted with
>
>
> Colin Rainey
> brokerpilot9...@earthlink.net
> EarthLink Revolves Around You.
> ___
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> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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KR> Murphy's Laws & Corollaries

[Robert Morrissey]

We have read our way though all the ballistic chute discussion and to date 
there is no mention of Murphy. So I will put in my 2 cents worth.

Some thoughts on chutes and how those "to have or not to have" decisions can be 
impacted by Mr. Murphy and his law. 
Murphy's Law states "If anything can go wrong, it will". Put the subject into 
Google and enjoy  reading the details.

In my career in the aviation industry for both McDonnell and the US Navy/Marine 
Corp, I was heavily involved in keeping aircraft flying,maintained, crash 
repaired, improved and worst of all, evaluating crashed aircraft.  The 
evaluation of the crashed aircraft remains involved identifying, for the 
accident board, any system failures,structural failures, positions of flight 
controls, panel indicator lights, and any other contributing factors resulting 
from the aircraft flight or impact.

Why do I bring Murphy into this?. 
 Because I got to see for myself and read about Murphy in action. Murphy is not 
the actual piloting of the aircraft. Murphy is all the things involved with 
flight and the act of making decisions while flying.  The wrong fuel, improper 
maintenance, making a calculated decision to fly on battery power because the 
generator is not working, the nickel coin that jams the elevator flight control 
bellcrank, or the weather that is ok now so if I hurry I can make it to my home 
base before it gets worse. (This had its own name, Hurry Up Itis, and is a very 
deadly disease.)

Murphy has been known to test the really good pilots by making a series of 
negative events occur in a specific situation to test the pilots ability to 
adapt to a steadily   deteriorating situation. Most pilots fail this test and 
the cost is usually very steep. 

Some examples of Murphy in action.

I remember an H-53 helo that was practicing descending race track patterns over 
the coast of Virginia.  Along comes a fish spotter, with 3000 plus hours, 
looking for schools of fish and contacting the fishing boats so they can 
intercept the migrating fish. You guessed it, the H-53 settled right on top of 
the fish spotter and took off part of his left wing while his prop ate up the 
lower  right aft fuselage of the helo. The fish spotter died on impact with the 
water and the helo made it back to base.  The FAA complained that the fish 
spotter had his seat belt on " too loose"

If you are in your F-14 and are performing a tight left turn, with high angle 
of attack, at low speed, with high power on both engines and the left engine 
has a major failure you will go into a flat spin so rapidly that if you do not 
punch out immediately you will ride it to the ground. The spin is sooo fast 
that the centrifugal force will prevent you or your back seater from reaching 
the upper or lower ejection seat handles.

At a recent USMC Cherry Point airshow there was a demonstration flight by two 
Globe Swifts. The routine was going great and was very professional looking. 
All of a sudden one of the acft pulled up and away and made an immediate 
landing, followed my his partner making a conventional landing. ( nothing like 
8000 foot runways). I was fortunate to see the aircraft that had departed the 
routine being towed to a hanger. It did not look too airworthy with half the 
prop missing and the engine and part of the cowling hanging straight down at 
greater than a 45 degree angle. God was his copilot that day.

Remember, Murphy rules!  All we can hope to do is, design him out, maintain him 
away, and build in redundancy/ back up/fail safe systems to protect our butt.  

Bob Morrissey 

KR> Hardware

[Robert Morrissey]

Scott:  The DC-10 airliner used a lot of titanium hardware in the airframe.
The bolts are NAS  6400 series (I have a NAS6404-32  48 in my hand). For the
leading edge slat (flight controls) cable pulleys the design called for a
NAS 654V1G bolt with an all metal castellated low height dry film lubed
nut. I am unaware of any special treatments required for dissimilar metal
protection. I do not remember the washer details.
Since my aircraft is not to the stage of bolting the WAFs I expect that the
WAFs are bolted together with  wet primer followed by a coat of paint.

Bob Morrissey

- Original Message - 
From: "Scott William" 
To: "KRnet" 
Sent: Saturday, September 24, 2005 2:47 PM
Subject: KR> Hardware


>
> Ok.I've done my homework and I understand the
> difference between ASE graded hardware and AN standard
> hardware. Has anyone here used titanium bolts in thier
> airframe?  Other than FAA examiner scrutiny (such as
> with the WAF) is there any reason not to use them
> besides price?
>
>
> Scott
>
> __
> Do You Yahoo!?
> Tired of spam?  Yahoo! Mail has the best spam protection around
> http://mail.yahoo.com
>
> ___
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Re: Réf. : RE: Réf. : KR> RE: Dual Ignition Systems, it Saved My Bacon - CORRECTION

[Robert Morrissey]

Serge:   As a former  "Liaison Engineer'  for a big aerospace company that
was bought out by Boeing I will give you the SOP (standard operating
procedure) for your aircrafts 'non conformance' that occurred during
'manufacturing' or 'depot level overhaul". (My text book answer)
FOR THE;
a. original WAFs with the oversize 3/8 inch hole---are they a standard
oversize?  Let us assume they are not a standard size.

Looking at FWD WING ATTACH FITTINGS, drawing no. 18   in my RR book pg.23
dated january 1990 the WAF is 1 1/2 inch wide and has a 3/8 dia. hole
drilled 3/4 inch from the end.   In my working days I would go to a stress
engineer,  show him the part drawing,  identify the 3/8 hole  is oversize
and tell him what my method of repair was to be.  The stress engineer
typically went to his books and evaluated the over size hole condition as a
'lug analysis' with reduced edge distance (tear out) and 100% of the time
went along with the installation of a larger diameter fastener. For really
critical lugs, with really screwed up damage, I actually had inspection
record
the tear out as well as the actual part thickness and provided this data to
the
stress engineer. The hole could be drilled to an oversize such as 1/64
oversize,
1/32 oversize or even a next full size standard size as was required by the
part condition..
Any hole increased in size must have the same fastener/hole assembly
tolerances
as the rest of the WAFs.  If there  was a possibility of the oversize bolt
being removed in the
future the area was marked to denote the hole and special size fastener.
For those parts that would undergo constant bolt removal and replacement
then a minimum 0.016 inch wall thickness bushing would be pressed fit into
the discrepant part. The bushing would have a 0.0005 to 0.001 inch press fit
and
be of the same material. This would bring the discrepant part back to
blueprint.

b. for your new WAFS--  my drawing referenced above shows a series of 3/16
inch diameter holes located   1/4 inch from the long edge of the part.  If I
take half of the 3/16 inch and subtract it from the 1/4 inch we have 5/32
(0.0156inch) of an inch for tear out. That is not much edge distance.
As an intelligent guess, if you are looking at
tear out of less than 0.140 inch I would not use them.

I am going to ignore the fact that the WAF drawings used are not to
aircraft standards. I have never seen fractions used on such a critical
machined part.
Standard sheet metal tolerances are +- 0.030 inch. Can you see what would
happen
on the WAF if that tolerance was used indiscriminately during manufacture?
How about checking your WAF holes to see what kind of assembly tolerance
your fittings have.

I never did get involved in reliability engineering during my work career
but I do love redundancy. I hope the above info gives you a feel for what
you have on your hands
Do you have any friends that are stress engineers that you can pass this by?
Regards
Bob Morrissey, New Bern NC

- Original Message - 
From: "Serge VIDAL" 
To: "KRnet" 
Sent: Wednesday, September 14, 2005 5:16 AM
Subject: Réf. : RE: Réf. : KR> RE: Dual Ignition Systems, it Saved My
Bacon - CORRECTION


Well, as a former reliability expert, I can give you the text book answer:

- Reliability is risk management;
- The universally accepted method of managing that risk is what gives
birth to aircraft safety standards;
- The authorities (like ICAO) are supposed to define  what is your
acceptable level of risk for the activity (roughly, basically, deaths per
X flight hours).
- At designer level, you then find what is likely to cause these risks,
and define "unwanted events" (example: power loss, flight controls
failure, etc.)
- If failure of one component that is likely to cause an unwanted event is
so unlikely that it is less than the acceptable risk level, then you don't
have to do anything about it. You assess that by estimating the
probability of failure (occurrence) and its consequences (severity), to
define the level of CRITICITY. A part can be non critical because it is so
unlikely to fail, or because .. If it is not the case, then you have to
improve the reliability. You have many ways to do that, (can be better
technology, better part design, monitoring, maintenance, you name it.). Of
course, one method is redundancy. It is seldom the correct answer, but it
is generally the easiest, and that's why it is so popular in aviation.

Now, this is the rule for expensive designs (airliners, jet fighters,
nuclear power plants, space shuttles or whatever). In general aviation,
the trouble is it is not affordable to calculate exactly all the risks
attached to all the parts and equipment. So, we apply a rule of thumb,
which is: no single failure may lead to an unwanted event. That is what
you do with your ignition or fuel system.

But we also apply criticity, through return of experience of 100 years of
designing and flying. We know that single engine 

KR> Corvair engines

[Robert Morrissey]

Colin;  There are two plugs on my Corvair crankcases which are sitting on
the shelf and easily viewable. Each engine case side has an oil gallery plug
in-line with the hydraulic lifter oil gallery.  There is a hole further to
the right of the right side plug but it is not threaded and has no plug in
it.  The oil gallery plug on the left side is installed on a slight angle
and looks as if it was cross threaded. Both my engine cases look like this.
Yes, they reside behind the cam gear.
Have a good day.
Bob Morrissey
- Original Message - 
From: "Colin & Bev Rainey" 
To: 
Sent: Saturday, September 10, 2005 6:32 PM
Subject: KR> Corvair engines


> Netters
> During my engine re-assembly I found an oil galley plug that was removed
when the engine was cleaned. Not knowing this engine as well as others I
have built, I do not know where to return it. I removed it from one end, and
I believe that it resides right behind the cam gear, but I do not know which
side, since there are 2 holes threaded there. Can anyone help me out please,
> Colin
> ___
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KR> removing Cleveland bearings?

[Robert Morrissey]

Now a question on reassembly.
 I was taught last century that the newly installed greased bearings were
installed on the wheel/axle assembly and the axle nut tightened to a good
snug fit.  The wheel was rotated to 'work" out the excess grease. Next the
axle nut was loosened and retightened to take up all slack in the bearing.
Then the nut was cotter pinned to the axle as is or went to the next tighter
position to perform the cotter pin operation.  This was done to prevent
false brinelling created by the vibrating wheel in flight on a loose
bearing.
Is this still true or has the technology of aircraft wheels, bearings, and
or lubrication got us past this problem?
Bb Morrissey, New Bern, NC
- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Wednesday, August 31, 2005 10:00 PM
Subject: Re: KR> removing Cleveland bearings?


> OK, I guess I answered this one myself (before I read Orma's reply).  Once
I
> had it split, there was still no way to get them out, so closer
examination
> revealed a thin snapring on the outside.  So I split them for no reason.
> The snapring popped right out, and the bearings fell out.  Indeed, there's
> not much grease in there.  So little that they rattle!  To the airport
> tomorrow, and hopefully flying this weekend.  The weather's supposed to be
> gorgeous.  Ran the engine some more today, for a total of about 2.5 hours
so
> far.  It runs fine so far...
>
> Mark Langford, Huntsville, Alabama
> see KR2S project N56ML at http://home.hiwaay.net/~langford
> email to N56ML "at" hiwaay.net
> --
>
>
> ___
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KR> Procedure to cover glass cloth on foam.

[Robert Morrissey]

Hello KR net members,
I would like to add one question to what  Dubi Gefen is asking.  It relates
to what he calls step 1. Sanding the foam.
  With the thicker spars of the new airfoil is it possible to put relief
cuts into the structure of the wing, both foam and wood, so that when all
the plies are in place the finished surface is one constant glass layer
thickness above the airfoil and will require less filling before
finishing/sanding?

Reference is "MOLDLESS  COMPOSITE HOMEBUILT SANDWICH AIRCRAFT CONSTRUCTION,
3rd edition-September, 1983 page 3-9   step 3:
Prepare Surfaces the third paragraph.
Thanks
Bob Morrissey, New bern NC

- Original Message - 

> Hello Krnet members!
>
> I would like to understanding the glassing procedure on foam.
>
> Follow the procedure as I understanding.
>
> 1. Sending the foam.
> 2. Cover/squeegee over the foam with slurry (Micro + epoxy)
> 3. Cover the wet slurry with glass cloth.
> 4. Cover over the glass cloth with pure epoxy and squeegee off any
> excess epoxy.
> 5. Wait two day, when all the slurry/epoxy is dry.
> 6. Sending the surface area.
> 7. Use macro slurry to fill in unsmooth area.
>
> My question:
>   A. This process is correct? If not please correct me.
>   B. This process suitable to all area with foam like:
> Wings, Horizontal stabilizer, Elevator, Vertical stab and so on?
>   C. Within the "Book Plan" of the KR-2 mentioned, Micro beads is
> totally non structural.
>How this instruction related to the cover of the wings foam
> with Micro beads and then covers with glass cloth?
>
> Waiting to confirmation or correction.
>
> Regards
> Dubi Gefen.
>
> ___
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KR> painting WAFs.

[Robert Morrissey]

> Hi Netters,
> Some one recently asked about painting WAFs.  If you go and talk to your
local auto body repair shop you can ask them how they prepare metal for
painting. My local painter said that he now used " Green Epoxy Primer". He
thinks that it is the best thing that has happened in years. I bought a can
(very expensive), it works like a charm. Be sure that the metal is free of
oil &/ grease.Use a small syringe to measure out 5 or 10 ml of epoxy and in
my case an equal volume of hardener. It is very fluid, It contains a solvent
that rapidly evaporates, the epoxy cures in about an hour. If there is any
left in the mixture give the metal a second coat. > Regards
> Harold Woods
> Orillia, ON. Canada.
>
Netters/Harold,
The US Navy uses  "Green Epoxy Primer" on the metal structure of Naval
aircraft that go thru Depot level rework and it proved far superior to zinc
chromate primer. It is used to protect steel parts as well aluminum such as
7178-T6 and 7075-T6 which are always trying to change back to a white powder
from corrosion.  The Navy used to spend a lot of time cleaning and stripping
off zinc chromate to inspect structure and then repainting with zinc
chromate. When the change was made to the epoxy paint it became a wash the
structure, blow it dry, and inspect for loose or missing paint ( which
indicated possible corrosion).  The missing paint area was inspected and any
corrosion was treated based on type of structure metal and recoated with
"green Epoxy primer". No top coat was applied to the interior structure,
just the primer.
"Green Epoxy Primer" is not used for joining bolted parts together. That is
where zinc chromate was still being used.  With the EPA trying to get rid of
chromium from the environment I am not aware of what is being used at this
time.

Harold is there any identifying name or product information on your "Green
Epoxy Primer"?   It would make a good starting point for finding it this
side of the border.
Bob Morrissey
New Bern NC

KR> Oleo pneumatic shock absorbing struts

[Robert Morrissey]

I plan to use a Gerdes Products Co. Inc. strut, P/N A -1490 in my KR2S.  It
is from a Bede 5, P/N MBD5LG72.  This strut is approx 28 inches to the top
mounting hole.
Bob Morrissey
- Original Message - 
From: "Peter Leonard" 
To: "'KRnet'" 
Sent: Sunday, April 10, 2005 9:18 AM
Subject: KR> Oleo pneumatic shock absorbing struts


> G'Day KRnetters
> Can anyone give me some information
> on who supplies or makes them oleo struts.
>
> I am interested in the oleo strut that is used on the nose wheel of the
> Falco F8L, it is very close to the size that I require.
>
> If anyone can supply me with info on this type of strut or ones similar
> to it would be very much appreciated.
>
> Peter Leonard
> ___
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> 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> SNF

[Robert Morrissey]

Mark/Parley;
The F-4 is one of the later E models. It has the internal 25 mm Gatling gun,
the IFF system (Identify Friend Foe), the two position leading edge wing
maneuvering slats, and lastly the fatigue improvement wing torque box that
included both thicker materials and Taper Lok fasteners. If my memory serves
me accurately the acft was good for 4,000 flight hours and "oh by the way"
the wing tips during a 10 G pullout were displaced up 48 inches without any
permanent deformation.
Bob Morrissey
- Original Message - 
From: "P.Byington" 
To: "KRnet" 
Sent: Sunday, April 17, 2005 11:40 PM
Subject: Fw: KR> SNF


> Mark;
>
> The other plane is a  F-16 Fighting Falcon, not sure which  model, the
other
> is definetly a F-4 probably an E model or the G Wild Weasel.
>
> >
> Thanks
> Parley Byington
> N54PB (Kr-2)
> Henderson Nv
> par...@anv.net
>
>
> - Original Message - 
> From: "Mark Langford" 
> To: "KRnet" 
> Sent: Sunday, April 17, 2005 7:51 PM
> Subject: KR> SNF
>
>
> > NetHeads,
> >
> > Here's my favorite photo from SNF this year.
> > See http://home.hiwaay.net/~langford/050417202m2.jpg .
> > Holding up the rear is "Glacier Girl" (the P-38 rescued from the
Greenland
> > ice pack in 1992), following a P-51, an F-4 (I think), and another jet
> that
> >> > > --
> >
> >
> > ___
> > 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> Redoing the WAFS

[Robert Morrissey]

Serge:  Remove the paint and inspect for oversize/elongated holes.  Oversize
holes can be repaired. If rust is only on the surface it can be removed .
If rust has created pitting, then a closer look is required. Pits adjacent
to holes are not good, as well as near the end of the fitting for bolting
the WAF pieces together.
If you are going to paint the fittings, in lieu of plating, use a two part
epoxy primer. On a really clean part it is a fantastic primer. The US Navy
used it on shipboard F-4 phantoms.
Good luck on this endeavor.
Bob Morrissey

- Original Message -
From: "Serge VIDAL" 
>
> >
> Now, the intention is to clean the WAFS using a Nylon rotary brush, then
> repaint them with Zinc chromate primer. Question: Is there anything I must
> do before I paint wih the primer? Cleaning with a special solvent?
>
>> ___
> 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> spar carbon fiber

[Robert Morrissey]

- Original Message -
From: "GavinandLouise" 
Subject: Re: KR> spar carbon fiber


> > So maybe we can put it to rest, and only focus on the facts of this
issue as
> documented by someone who really knows.
> Gav

I am quite concerned about all the useless discussion about KR spars and
wing attach fittings. From reading the net for a year it is my understanding
that there are many KRs flying and yet no spar or WAF failures to date.  A
KR flier has removed his WAFs, inspected the wood spar attachment area and
WAFs for hole size, pitting, and surface rust. The only "problem" is surface
rust and stain on the wood. THIS IS GOOD INFORMATION and gives a solid data
point for all of us. This wing has a well designed spar and WAF attachment
design.
As you customize the KR to meet your personal needs consider not changing
the basic primary structure and not needlessly adding weight.  Weight is the
enemy of any really good aircraft.
While engineering production line repaires for F-4 and F-15 acft structure
for McDonnell Acft never once did I design a repair of a non- defective area
or to increase the repair strength greater then that designed into the
aircraft. But all my major and minor repairs ensured minimal acft weight
increase, minimum impact on aerodynamics, and installability of the repair.
Having the Stress and Aero Dept at my beck and call made my job easy, and
they designed two really fine aircraft..

The KR design is also a really fine aircraft, and affordable.
bob morrissey
cam...@earthlink.net

>

KR> spars

[Robert Morrissey]

The designer during the design and structural analysis process considers the
holes, both locations and diameters, and load being applied to determine the
final size requirements.  This is normally an iterative process to ensure a
strong part that meets the design requirements.  If it exceeds the design
structural requirements it will be too heavy as well as too strong, and
increase cost to produce.

To continue the design process of the spars, the designer determines the
landing gear strut load conditions. These load conditions are converted to
forces (quantity and direction) that the landing gear attachment must
transfer to the spar caps.  The end result is a specific size and location
of the landing gear strut with a defined attachment method and bolt pattern
to meet the aircraft design requirements.  The designer considers the bolt
sizes (smaller bolts are less expensive and reduce weight),  hole diameters,
and locations within the spar geometry. We will ignore part commonality,
reducibility and maintainability.

To relocate the holes from the original pattern to a pattern that has them
closer together and located in the risers will increase the loads on the
spar webs, landing gear strut, and the bolts. Have a really good stress
engineer evaluate what you want to do.

Follow the drawings and you cannot go wrong. If you ensure hole locations
and misdrill a hole slightly I doubt you will scrap the spar.  I would think
some have been misdrilled and are flying today after a minor repair.
Bob Morrissey
cam...@earthlink.net
- Original Message -
From: "Glynnis Young" 
To: "KRnet" 
Sent: Friday, December 03, 2004 11:46 PM
Subject: RE: KR> spars


> It is not so much the strength of the WAF's that concerns me, it is
> drilling all those holes in the spar (cap).  Even the landing gear
> mounts require holes drilled in the upper and lower spar cap ...

>> G
>
>
>

KR> Turbo Trouble

[Robert Morrissey]

- Original Message -
From: "Orma" 
To: "KRnet" 
Sent: Thursday, November 18, 2004 2:25 PM
Subject: KR> Turbo Trouble


> Hello Net

> As I removed the turbo, I also got an Oh Sxxt, when I noted that the
impeller has taken an impact and that it will have to be replaced.  With the
revflow wide open as in take off, there is nothing to stop some pretty large
objects from reaching the impeller.

Orma; Sorry I have no advice on the pressure problem.   But, based on a
career that included repairs on aircraft turbine engines, gas turbine
compressors, and aux power units you may be able to repair your
turbine/impeller.  If you have the tech data to give you the metal
composition, and depending on location on the impeller, you may be able to
weld repair the part.  At the Naval Aviation Depot that I worked at we would
do weld repairs on the contour portion up to 0.050 inch deep and on the tip
portion up to 0.250 inch.  The sides of the weld were hand ground and
finished to the same thickness as the original part.  The wheel was then
ground back to the original blue print contour.  If your wheel has not
rubbed on the casing then your wheel should be per print for all practical
purposes. You could try making a template from an adjacent impeller blade
and hand finish the welded blade to match. You may have to do post weld heat
treat and balance. DO AN NDI.
If you are missing a really big chunk, you lose.
 Check out your turbine wheel for damage.  If you have axial cracks in the
hub area between the blades do not panic. These are usually stress relief
cracks and will not continue to grow. We saw a lot of them on GTC100-54  and
GTC 95-2 turbine wheels. Some appeared in less than 10 operating hours.

One last thing to consider.  Treat the turbine as you would the engine by
avoiding thermal shock.  The worst thing you can do is to start the engine,
run at full power for a short duration and then shut the engine off quickly.
This is hard on the turbine and the oil will not be able to do its real job
of post engine shut off lubrication.  Our GTC engines actually had a built
in oil reservoir to keep the bearings lubricated at all times.

Bob
Bought KR2S in boat stage. Building aircraft mfgring facility.

KR> Mylar Gap Seals

[Robert Morrissey]

Mark: Please put me down for seals.
Bob Morrissey
- Original Message -
From: "Mark Jones" 
To: "KR Net" 
Sent: Tuesday, October 26, 2004 7:42 AM
Subject: KR> Mylar Gap Seals


> Ever wanted to seal those gaps on your ailerons or even your rudder and
> horizontal stabilizer? Troy Petteway has proven performance can be greatly
> enhanced, especially your climb performance, if you close the gaps on the
> bottom of your ailerons. This is especially true on the new AS50xx
airfoil.
> The best material we have found so far to do this with is Mylar strips.
The
> Mylar has a thickness of .010 (10 mil) and is held on the wing with 3M
#444
> double sided tape. Here is the dilemma. So far I have only been able to
> locate the .010 Mylar in sheets 24" x 48" and the company that sells it
has
> a $100 minimum. That means at $7.41 per sheet we would have to buy 14
> sheets. That is a lot of gap sealing material. Solution: Group buy!!! Is
> anyone interested in going in on this with me and Mark Langford? I figure
we
> could cut the sheets in strips four inches wide and that would give us 84
> strips 48" long for a total 336 feet of 4" wide strips. Now there is no
way
> two of us will ever use that much gap seal material so what do ya say...
> anybody else want in on this? If anyone else knows where we can buy this
in
> lesser quantities or even in 4" wide rolls please speak up. So you ask,
what
> is your cost? Depends on how many people want in on this. Ten folks,
fifteen
> bucks each. Twenty people, ten bucks each. This includes shipping cost to
> you. You will receive enough Mylar to do your ailerons (four 4" x 48"
> strips). Additional strips available at additional cost.  All of the Mylar
> that is left over will be donated to the Prop Bank and sold in the future
to
> those that need it and those proceeds will be deposited in the Prop Bank
> funds. You will be responsible for getting your own double sided tape.
>
> Mark Jones (N886MJ)
> Wales, WI
>
> ___
> 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> Depleated Uranium (Lead)

[Robert Morrissey]

> Did you know that Lead is Depleated Uranium!!!
> Here in S.E. Missouri is the Primary Mining Source of Lead it is refered
to as the (Lead Belt). My Pilot friend retired from being the Chief
Metallurgist there and I was surprized the learn that. When "half life" is
over for Uranium is is then refered to as Lead. Now we don't want to use
Uranium to balance control surfaces on our KR's. Imagine what attention a KR
pilot would have at the airport if the word got out the KR had Uranium
onboard.
>
When I worked at McDonnell Douglas depleted uranium was always called as
such and had special handling involved with it.  McDonnell was using
depleted uranium as counterweights for DC-10 flight control surfaces as it
was supposed to be heavier than lead and therefore took up less "real
estate" in the wing. Several vendor supplied counterweights had the
corrosion protective coating  (some kind of heavy paint) flaking off the
depleted uranium. They were immediately quarantined in the Material Review
Crib for return to the vendor for reprocessing. Even the through holes for
bolting to the control surface brackets were coated. No one was to touch the
bare depleted uranium in any manner to avoid contamination to the
individual.