KR> Aerobatics in the KR?

[Serge F. Vidal]

Hi, Dene! Was it my plane (ZS-WEC), by any chance?

Cheers,

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com





-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Dene Collett (SA)
Sent: Thursday, July 08, 2004 21:41
To: KRnet
Subject: Re: KR> Aerobatics in the KR?


Hi Guys
I have done rolls in a KR2 and I know the same plane did loops as well
without any problems. It was powered by a type4 VW 2.0L.
Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com


- Original Message -
From: "Duncan" 
To: 
Sent: Wednesday, July 07, 2004 12:09 PM
Subject: KR> Aerobatics in the KR?


> Hi,
> I've searched the archives of this list, and have not really found much,
so
> here goes with my question:
>
> Can one perform 'recreational' aerobatics in a Corvair-powered KR2?
>
> Before you dash off a reply pointing out that I should look elsewhere for
a
> more suitable aircraft, let me hasten to add that I'm not asking if it can
> handle competition type aerobatics, I know it can't.  I'm asking because
> I'm about to do a 15-hr aerobatics course, and I would really like to
spend
> some of those long summer afternoons practising a few loops and rolls.  I
> know the Sonex, for instance, (whose airframe is rated to roughly the same
> G-forces, and which uses the VW conversion) is certainly rated for mild
> aerobatics.  So, what about the KR?
>
> Duncan
>
>
>
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> please see other KRnet info at http://www.krnet.org/info.html
>


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KR> High altitude

[Serge F. Vidal]

My KR2 was built at sea level (Port Elisabeth, South Africa), and I flew it
for two years at high altitude, hot conditions (Johannesburg). My fied was
at 5300' altitude.

The engine was a very good VW Type 4, 2 liter, which is rated at 65hp. But
the combination of engine and prop had been carefully tuned for maximum
cruise speed at seal level.

I must say that as a single seater, the aircraft never disappointed me. With
two on board and full fuel, it was another story. The scariest thing was
take-off distance. It could take up to 1200 meters to get airborne
sometimes. Then, the climb rate could be as low as 150 ft per minute.

A more suitable propeller would have solved the problem, I think. But I
opted for a more radical solution, and I improved the engine instead. I
fitted a 2.4 liter, rated at 80 hp. The improvement was stunning.

Anyway, my feeling is:

- Wing loading is your biggest problem. Because of that, a KR will never
take-off short at altitude, even with a huge powerplant. It needs to build
plenty speed for take off!. If you plan to operate from high altitude,
extend the wings.

- Engines without a turbo will battle at altitude, no matter how big they
are. If you can't get a turbo, at least, put two carbs instead of one. Make
the engine breathe better!

- Get the right propeller, to get the maximum RPM out of the engine!

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com

KR> Germany KR builder

[Serge F. Vidal]

Wilkommen, Juergen!

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Jurgen Thiesen
Sent: Friday, June 04, 2004 14:18
To: kr...@mylist.net
Subject: KR> Germany KR builder


Hi all,
I am a newby in the list and have me informed at krnet about the KRs.
I am planing to build a KR2S as one seater at beginning 2005.
I have read about the Problems of Ralf Simon and want to have contact to
him,
because I think I will become also problems with the German LBA.
with best regards
Juergen Thiesen


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KR> Alternator

[Serge F. Vidal]

When they saw my huge, automotive type alternator, the French builders said
I should try aternators taken from large lawnmowers. These things have
car-type headlights, nowadays, and they have very small, lightweight
alternators.

I think I will put that on the improvement list.

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Colin & Bev Rainey
Sent: Friday, May 14, 2004 19:48
To: KRnet
Subject: KR> Alternator


Netters
I have searched the archives but no one really had any concrete uses of
alternators, beyond some suggestions of what might be used.  I am looking
for information about supplementing and or replacing the Diehl alternator
due to the electrical requirements that I have for full electrics,
especially for night flying.  I do not believe the 20 amp output is going to
keep up and want to go with an automotive type alternator that can deliver
more along the lines of 45 - 60 amp output.  Any suggestions by any who are
using them, actual applications.  I have the common Type I VW with Diehl
case, and pretty stock cowling.

Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
http://kr-builder.org/Colin/index.html
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KR> Firewall grommets

[Serge F. Vidal]

Question from Dene:

Hi again Serge
While looking at the pics of WEC, specifically the one of the new motor
installation I noticed the nifty little grommets or compression glands on
the firewall with what looks like the fuel line and wiring passing through
them. Where can I get these things? I have never seen anything like them
before and I am in the electrical trade. Can you shed some light on their
origin for me?
Thanks

Dene Collett
KR2S-RT builder
Port Elizabeth
South Africa
mailto: dene.coll...@telkomsa.net
P.S: checkout www.whisperaircraft.com

Answer from Serge:

Hi, Dene. I forgot to brag about these, thank you for the opportunity ;-)
These steel plates are very similar to what you find on certified aircraft.
I actually found the steel pieces at a cable maker shop. These guys make
control cables for cars and industrial applications. Some of these cables
have a kind of "ball bearing" that allows them to go through a bulkhead at
an angle. These nifty plates are in facts the clamps for the ball bearing.
I bought all of their stock, which was not much. There were two sizes, the
big size being needed only for the fuel line.
>From there, all I had to do was to mold some grommets to fit in. I did that
with high temperature silicone sealant, hence the red color.

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com

KR> New Kr'er? - Type V???

[Serge F. Vidal]

Welcome on board!

One question

All the literature I own mentions VW Type 1, 2, 3 and 4... But what can a
Type V possibly be?

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Kevin Angus
Sent: Monday, May 10, 2004 16:30
To: KR Net
Subject: KR> New Kr'er?


The KR1, KR1B, and KR2 plans and serial numbers arrived yesterday, I have a
VW type V and a Corvair 110hp engine (that was hard to find) both in need of
some new parts (rebuild).  I'm waiting on the trailer outer covering (have
to pick up the siding next week) to finish my plane trailer (20' long
starting with a 3' wide by 42" height front tapering to 104" wide by 72"
height for the horizontal stabilizer, trailer weighs about 400lbs) then I
get to drive 3000 miles and retrieve a KR1 in the boat stage and a KR2
without an engine.

So would that qualify me as a Kr'er?

I started working on getting my pilot license in 1978 at the Santa Monica
airport and it looks like I'll finish at Salt Lake #2. I was a field
engineer in the 70's and 80's then took up programming, currently building a
house and hanger in an area Northwest of the Great Salt Lake.

Kevin Angus

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KR> Folding Wings

[Serge F. Vidal]

I would not mind a picture, for interest's sake.

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com





-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of Stephen and Janet Henderson
Sent: Tuesday, May 11, 2004 12:33
To: KRnet
Subject: Re: KR> Folding Wings


I actually bought the KR-1 from Mr. Moore this past weekend that has the
folding wing kit installed. I removed the folding wing kit from it on Sunday
afternoon and would be willing to sell it to anyone that is interested. It
is very easy to install, I just don't have a need for folding wings. Please
contact me if you would like some photos or info.

Thank you,
Stephen Henderson


- Original Message -
From: "Ray Fuenzalida" 
To: "KRnet" 
Sent: Monday, May 10, 2004 11:11 PM
Subject: Re: KR> Folding Wings


> I won the folding wings plan from Mr. Moore.  He sent
> me his prototype ( which I still have to send back) so
> that I couls make my own.  It does look pretty cool.
> Anyone can contact him direct at rmo...@alltel.net
> I believe he is selling the plans.  I can tell you
> that they look very simple but effective.  I still
> haven't gotten to the point of my wing construction to
> see if I am going to use them (wing tanks seem to be a
> hurdle) but I would really like to incorporate them
> into my setup.  When I do the wings, I will post and
> give an update as to what I did.  Hope this helps.
> Ray
>
> --- ljhus...@wmconnect.com wrote:
> > I have been gone for awhile and I remember some
> > plans being raffled off for
> > folding wings.  I was just wondering if anyone had
> > used these plans and if
> > there are any updates on how they work.  Thanks for
> > the information
> >
> > Larry J. Husky
> > ljhus...@wmconnect.com
> > No KR yet Coming soon to an airport near you!!!
> > ___
> > to UNsubscribe from KRnet, send a message to
> > krnet-le...@mylist.net
> > please see other KRnet info at
> http://www.krnet.org/info.html
>
>
>
>
>
> __
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> Win a $20,000 Career Makeover at Yahoo! HotJobs
> http://hotjobs.sweepstakes.yahoo.com/careermakeover
>
> ___
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> please see other KRnet info at http://www.krnet.org/info.html


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KR> I-KRFN Rotax 912 first test

[Serge F. Vidal]

Auguri, Franco!

I'm very happy for you.

Your performances seem almost too good to be true. About pitch sensitivity:
well, you must simply be a veeery good pilot!

Ciao, and happy landings.

Serge

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Aripo
Sent: Thursday, April 29, 2004 10:10
To: krnet
Subject: KR> I-KRFN Rotax 912 first test


Hi netters
Here are the first flight reports about my KR2 with Rotax 912  80hp  ULS
engine
Plane KR2 call sign I-KRFN ( Italy)
Prop. GT 1600X1600 mm.
Empty weight 283 Kg. ( 622 lbs.)
Take off in 200 mt ( about 650/700 ft.)
Landing full stop in 400 mt. ( 1350 ft.) no float ( Diehl tail dragger ) two
point.
Climb 1200 ft/min @ 70 kts
Cruise 2000 ft QNH @ 75%  max power, 120 kts , full trottle 140 kts ( engine
overspeed) I need more prop pitch!
Fuel cons. 12 Lt./hrs @ 75%
No problem about pitch sensitivity
Pilot is very happy :-))
Ciao
Franco Negri
I-KRFN
Italy
see my KR on www.negri.cjb.net

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KR> type 4 Failures? What failures

[Serge F. Vidal]

My 2 cents worth, as an operator of and a strong believer in the Type 4.

- All the literature (engine rebuild manuals, etc.) I could find on the
subject states that the Type 4 is by far the best VW air cooled engine.
Better than Type 1, 2, 3, and 4. No wonder: it is the most recent one, and
it is the fruit of a redesign.
- Therefore, it should be less failure-prone than the other VWs
- Moreover, we tend to make our VW air cooled less reliable by increasing
their power output one way or another. With the Type 4, you start with a
block tha was designed for an output of 65hp; therefore, an increase up to,
say, 80 to 100 hp is still fairly reasonable.

Conclusion:

- The VW is not the best engine in the world, but it is still a very
affordable and fairly proven solution;
- If you have to choose a VW engine, choose a Type 4; you'll be on the safe
side;
- Have the block and the crankshaft tested, and you'll stand even better on
that safe side;
- Have the engine rebuilt and modified by people who know what they are
doing, and you'll really be entrenched on that safe side;

In any case, your Type4 will be as safe (or even safer) as a rebuilt
Lycoming or a Continental... Even more if you give it a decent ignition
system, to replace those Cavemen's magnetos.

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com






-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Orma Robbins
Sent: Tuesday, April 20, 2004 13:22
To: Orma Robbins; KRnet
Subject: Re: KR> type 4 Failures


Hello again Netters.

I just finished reading the Archives search for Crankshaft failures.  I
entered the dates present to 1990.  There were 31 hits on the subject.
There was a lot of discussion on failures, but not ONE posting by anyone
with a failure that gave any details at all.  This is significant.  Some
members make decisions based on the word of the net.  I have flown my type 4
off and on now for over 19 years.  My 66 mm crank looks as new.  I am moving
up to a  stock 71 mm crank in what will be a completely different engine.
If there are cranks failing I personally really want to know who and why.
Tweedy and I are both getting older and would like to continue to do so
without having experienced crank failure.
So, this post is a call for any one with direct knowledge to sing out.

Orma L. Robbins Southfield MI
19 Years flying KR-2 N110LR (Tweedy)
http://www.aviation-mechanics.com


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KR> Re-painting the aircraft

[Serge F. Vidal]

After having removed the previous registration marks, which were painted on,
I decided I might as well repaint my KR2 completely. Too many patches. You
see, first, I added NACA airscoops for the cockpit. Then, I cut some holes
in the tailplane to give access to the rudder hinges. Then, I enlarged the
engine cowling. And now, the registration marks and the inspection holes...
OK, no choice: let's repaint.

Now, knowing that the aircraft is already painted white with automotive type
paint, here are a few questions for the paint experts.

1) Surface preparation
- To which grit should I sand the surfaces? Is 600 grit, dry sanding OK?
- There are a few areas of the skin that are slightly cracked. For example,
I have thin cracks around the elevator hinges. Should I resurface these? If
yes, is Polyester body filler OK?

2) Choosing the paint
I am given a choice between polyurethane/polyester and polyurethane /
acrylic. Which one is best?

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
E-mail: serge.vi...@ate-international.com

KR> Re-painting the aircraft

[Serge F. Vidal]

Thanks, Mark. You do pretty well indeed for a non-expert.

Serge

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Mark Langford
Sent: Thursday, April 15, 2004 01:04
To: KRnet
Subject: Re: KR> Re-painting the aircraft



 "Serge F. Vidal" wrote

> 1) Surface preparation
> - To which grit should I sand the surfaces? Is 600 grit, dry sanding OK?

I'm no expert, but I guess one amateur opinion is better than absolutely
nothing.  If you're going to apply the paint directly to the old paint, 400
is probably best.  Dry or wet is OK, but wet sanding will make the paper
last longer, although it's more messy.  If the paint is really ancient and
you have no idea what it is, you should probably seal it first with sealer
(or test it first) to make sure the paint is compatible with what you're
going to put on it (although it may take years to screw up).

> - There are a few areas of the skin that are slightly cracked. For
example,
> I have thin cracks around the elevator hinges. Should I resurface these?
If
> yes, is Polyester body filler OK?

I think if you paint over them or use body filler over them they'll just
come back.  Patching with fiberglass is the right way to do it, but that may
be more trouble than you're up for.  Your choice there.


> 2) Choosing the paint
> I am given a choice between polyurethane/polyester and polyurethane /
> acrylic. Which one is best?

I didn't even realize that there were two kinds of polyurethane until now,
but I can tell you that I painted mine with the cheap stuff, and it's
polyester based.  The expensive DuPont that I bought to match my wife's Audi
is acrylic.  I figure since my plane is going to spend the vast majority of
it's time in a hangar, and since the UV protection is really in the
clearcoat anyway, that'll work just fine for me.  Ask at your paint store,
but for me the answer was that the good stuff was $130 a quart, and the
cheap stuff (which looks just great) was $30 a quart.  It took a gallon of
paint (which is 1.5 gallons of sprayable stuff after adding the
activator/reducer) to paint my Scirocco with three coats (which is what it
took to cover the old paint and primer patches here and there).

Obviously, the best place to get paint advice is where you buy the stuff,
but here's what I learned from them.  The cheap stuff doesn't cover quite as
well, so if you need 2 coats of DuPont, you might need three coats of Nason.
And the matching to OEM colors is better with DuPont than with Nason, but
one gallon of Nason will match another one perfectly.  They told me that
most pros use the expensive stuff for repairs (where matching is critical)
and Nason for a total repaint.

In my automotive paint class the rules were sand with 180 before priming,
and then sand the primer with 400 before painting, and then touch up the
color with 600 between coats, and 1200 if you have a problem before
clearcoat.

Like I said though, I ain't no expert...

Mark Langford, Huntsville, Alabama
N56ML "at" hiwaay.net
see KR2S project at http://home.hiwaay.net/~langford





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KR> Updated story and pics of ZS-WEC

[Serge F. Vidal]

Some of you may remember the story of my South African registered KR2, which
transited through Tunisia (where I now live, and where aircraft are
apparentlyt not  welcome!), before ending up in Orleans, France.
Well, last month, I did a trip to France in order to unpack the aircraft,
prepare it for future inspection, and start the negotiation with the local
airworthiness authorities.
First job was to unpack the aircraft. Second job was to become a member of
the local homebuilder's club, and to move the aircraft from my friend's
pivate hangar to the club's hangar. Third job was to look for damages, and
fix them.
I was much concerned about the aircraft condition, since she went through
two moves by container, and six months storage in a bad hangar at the Tunis
harbor.
Well, I found the damage to be fairly limited. Apart from the deeply
encrusted pigeon sh**, that is. The tires were flat. I found a few corroded
nuts and bolts, rusted disk brakes, rusted propeller hub. I inspected the
inside of the engine cylinders, using a bore-scope that I had bought from
Aircraft Spruce and had delivered directly to France. (I recommend that
stuff. It's called Pro-Vision; it is a cheap fiber-optics bore-scope, that
goes for about $250, depending on length and accessories, and works like a
dream). Although I am no expert on engines, I found what I thought was only
minor cylinder walls corrosion (even, and not too deep. I then sprayed
liberally some WD-40 oil in the cylinders, turned the prop by hand many,
many times over two days, then started the engine again. Works fine, sounds
good.
I also fitted the new throttle (this you may also remember), only to find
that the cable does not fit anymore, and would have to be redone.
Part of the plan was to drill inspection holes in the spars (another story
you perhaps remember). Alas, my specially built long drill bits were lost by
the airline, so, maybe next time...
The French airworthiness inspectors were very helpful. We agreed on an
inspection plan together, and I think there is good chance that I will be
able to register that machine in France one day.
Before I left, I preserved the engine again, spraying some more WD-40 in the
cylinders, plugging all the holes, and fitting preservation  spark plugs.
These are home-made: I just fitted a tube to some spark plugs that I had
emptied, then filled the tube with the best dessicant I could find (rice!),
then plugged the tube. Then, somebody came along, asked a question about the
ignition, so to show how the ignition works,  I turned the prop... and the
compression popped a tube open, and even popped the exhaust plugs!
Compressions are still OK, then!
Another job was to remove the South African registration marks. These being
painted on, that proved to be a mission. But the local club is well
equipped, so I could borrow an orbital sander, and it worked fine. But it is
now obvious that I will have to repaint the bird.
>From now on, until it gets a new registration, I will refer to my KR2 as
"Kilimanjaro Cloud", the name my wife chose for her. French registrations
for homebuilts are F-P***, and you can choose the last three letters. I hope
F-PLAY has not been taken yet!
Anyway, to those interested, I have plenty pictures of the aircraft, the
most interesting ones being of the engine, the interior, and the instrument
panel.

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com

KR> Elevator Mass Balance mounting / Bingelis

[Serge F. Vidal]

Here is the link to Old Tony's articles

http://members.eaa.org/home/homebuilders/authors/bingelis/

... and the one about flutter.

http://members.eaa.org/home/homebuilders/authors/bingelis/How%20to%20Mass%20
Balance%20Control%20Surfaces.html#TopOfPage

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com


I wish I could find the URL to the original articles by Mr. Bingelis who
(in my opinion) does know what he is talking about.  In the interim,
this extract from one of two articles (by Tony) that I have on the
topic.  I do not remember any copyright restrictions - I tend to look
for and respect such warnings.
please see other KRnet info at http://www.krnet.org/info.html

KR> kr2 purchase?

[Serge F. Vidal]

Good idea! 90% complete will leave you with only 90% to go! ;-)

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Jim Keyzer
Sent: Wednesday, March 31, 2004 15:13
To: kr...@mylist.net
Subject: KR> kr2 purchase?


i'm considering buying a kr2 - 90+ % complete.  does anyone know of, or have
a list of items to check that are critical to complete and certify the
aircraft.  it has william wynne corvair power.

a couple of things come to mind - builder logs, faa signoffs, construction
manuals, etc.

any help you might offer and or pointers to info will be greatly
appreciated.

thank you
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KR>Carb heat

[Serge F. Vidal]

Really? How hot exactly do you think the intake air has to be to prevent
carb icing? I thought as long as it was above icing temp, it would be fine?

I guess I should rather weld a pipe along a portion of the exhaust as an air
source? In that case, my only problem would be to find some ducting material
with a small diameter that resists the heat!

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Dan Heath
Sent: Wednesday, March 10, 2004 00:57
To: kr...@mylist.net
Subject: Re: KR>Carb heat


RE: Opinions?   Serge,   That I have plenty of   I am concerned about
not getting enough heat unless you come directly off an
exhaust pipe.   Another concern that I have is with the sliding door, in
that it may be
prone to bind up, where a door pivoting on a post or hinge, most likely will
not.See N64KR at http://KR-Builder.org - Then click on the pics   Daniel
R. Heath - Columbia, SC   da...@kr-builder.org   See you in Mt. Vernon -
2004 - KR Gathering   See our EAA Chapter 242 at
tp://EAA242.org   ---Original Message---   What I plan to do is: -
Make the pick-up point at the rear of the bottom baffling plate (this is a
VW engine, so there is a baffling plate running under the engine), on the
side, opening 90 degrees from the airflow. The 90 degrees is because I want
to avoid building high pressure in the carb. - Close the pick-up point with
a small sliding plate, that would be spring loaded. The control will be a
push-pull cable, same as for a choke. Serge Vidal


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KR>Landing Gear Geometry

[Serge F. Vidal]

Barry,

I have even less weight on the tail (1.6 kg), and my header tank fills 48
liters. My heavy VW type IV engine has been pushed forward by 50mm also. My
main wheels are slightly ahead of the main spar, say 80mm. And it works
fine. Once you are on board, it's a different situation. Just keep the tail
down when in the hangar!

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of Barry Kruyssen
Sent: Thursday, March 11, 2004 02:40
To: KRnet
Subject: KR>Landing Gear Geometry


Hi,

My KR2 has the original retractable gear which has been fixed in place.
See bottom of http://users.tpg.com.au/barryk/KR2.htm page for pictures how
it is mounted.

The CofG is right at the forward limit with full fuel and me in the
aircraft.

I only have 2.2Kg (4.9lbs) on the tail wheel when sitting empty, tail down
on a level surface.
When I pick the tail up it wants to fall on it's nose.
If I put fuel in the header tank it will probably fall forward (not game to
try).

Is this normal?
If not what weight should I have on the tail wheel?
Can someone please tell me the distance of wheel axle to the leading edge
when in the flying attitude so I can check mine.

Thanks
Barry Kruyssen
Cairns, Australia

k...@bigpond.com
http://users.tpg.com.au/barryk/KR2.htm






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KR>Carb icing & size

[Serge F. Vidal]

<.  So yes Serge apply heat.>

OK. To the intake air, or to the carb body?

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com

KR>Carb heat

[Serge F. Vidal]

I have an idea for a carb heat system that I would like to discuss.

So far, my VW-powered KR2 has no carb heat. Air intake is through a round
air filter box that is clamped directly against the carburetor intake.

My idea is to run a pipe from a hot area of the engine baffling system
directly to the cover plate of the filter box. This way, I would get hot air
that would by-pass the filter. I would maybe put a very coarse filter in
order to prevent objects ingress in the carb. An open-close mechanism on the
baffling side would act as a valve

What I plan to do is:
- Make the pick-up point at  the rear of the bottom baffling plate (this is
a VW engine, so there is a baffling plate running under the engine), on the
side, opening 90 degrees from the airflow. The 90 degrees is because I want
to avoid building high pressure in the carb.
- Close the pick-up point with a small sliding plate, that would be spring
loaded. The control will be a push-pull cable, same as for a choke.

Opinions?

Serge Vidal
KR2 ZS-WEC
- Taildragger, VW powered (2.4 liter, dual electronic ignition)
- Total aircraft time: 390h
- Aircraft hangared at: Orleans, France
- Pilot moaning in: Tunis, Tunisia
E-mail: serge.vi...@ate-international.com

KR>fuel vent

[Serge F. Vidal]

My KR2 only has a nifty aluminum fuel cap, which is formed of two parts: a
round cap, and a streamlined aluminium rod acting as a grip. There is a tiny
hole on the rod (2mm) facing back, and linked to another, vertical hole in
the cap itself. And that's it. Has been working for almost 400 hours like
that.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>fuel vent

[Serge F. Vidal]

Hi, John!

ZS-WEC is built differently. There are 3 tanks (1 header, 2 wing tanks), but
only the header has got a cap. You fill the wing tanks through the header,
and empty them to the header, via a pump. The wing tanks are interconnected,
and there is a valve between them and the header tank.

Now, the header tank has a vent through its cap; but the two wing tanks are
vented to the main tank.  Unless everything is full in the system, nothing
nasty can happen, because if the main tank is too full, it will overflow to
the wing  tanks through their vents.

Does that give you any ideas?

Serge

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Martindale Family
Sent: Thursday, March 04, 2004 11:46
To: KRnet
Subject: Re: KR>fuel vent


Serge

Do you have a problem with  fuel expanding out through the holes when it
gets hot or does it run out if two wing tanks are interconnected and parked
on a slope. I have just modified my EH Holden fuel caps on my wing tanks to
a similiar arrangement to give an inch or so more "head" over my internal
vents (now blocked off) that drained to below the wing. The latter were
continually overflowing in the above circumstances but the extra 'head" has
reduced this markedly. I could reduce it still more by brazing in a small
tube still higher on top of the caps but it starts to look a bit like a coat
hangar.

I like the RV solution where the vent tubes run up the inside of the
firewall (say for 18") then U-turn down again to drain via an opening below
the fuselage facing the wind. You can just about stand the RV on its wing
tip before the vents leak (well maybe I exaggerate a little but...). Have to
watch out for exhaust gases/sparks near the vents I imagine but I'm sure
Dana could discuss this further for us.

I mention this option because you need to design it in early in tank
construction. To retrofit is a big and difficult job for my tanks due lack
of easy access thus my cheap interim solution above.

John

The Martindale Family
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone: 61 2 66584767
email: johnj...@chc.net.au
- Original Message -
From: "Serge F. Vidal" <serge.vi...@ate-international.com>
To: "'KRnet'" <kr...@mylist.net>
Sent: Wednesday, March 03, 2004 6:28 PM
Subject: RE: KR>fuel vent


> My KR2 only has a nifty aluminum fuel cap, which is formed of two parts: a
> round cap, and a streamlined aluminium rod acting as a grip. There is a
tiny
> hole on the rod (2mm) facing back, and linked to another, vertical hole in
> the cap itself. And that's it. Has been working for almost 400 hours like
> that.
>
> Serge Vidal
> KR2 ZS-WEC
> Tunis, Tunisia
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>


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KR>KR-2 Weight and balance

[Serge F. Vidal]

Hans,

The mass and balance sheet of the KR2 construction manual should get you
started. I will send you my Excel spreadsheet if you give us an E-mail
address.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Hans Maritz
Sent: Thursday, March 04, 2004 14:05
To: KRnet
Subject: KR>KR-2 Weight and balance


Hi All,

Just acquired a KR-2(ZS-VYX) with a nose wheel.

Could some body kindly furnish me with some weight and balance information
on the KR-2?

Regards,

Hans Maritz

(Johannesburg, South Africa)
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KR>Wheel landing vs 3 point

[Serge F. Vidal]

Colin,

I could not agree more. When I learnt to fly ZS-WEC, it was in Johannesburg,
meaning high altitude (5300') and hot temperatures (up to 30 degrees
Celsius), both factiors making take-off and landing rolls longer. I am not a
very talented pilot, and at that stage, I had only 170 hours. At first, my
landings were very, very long. I even, once, overshot a 1800m runway, ending
on the grass! The main issue was to keep my approach speed accurately
enough, and then to touch smoothly without bouncing. It took me a good 30
hours of hard work before I felt comfortable enough to take off and land
from a 900m runway.


Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of Colin & Bev Rainey
Sent: Thursday, February 26, 2004 09:54
To: KRnet
Subject: KR>Wheel landing vs 3 point


Joel,
Please pay close attention to the information provided by the pilots who
have been flying KRs.  They all agree that wheel landing the KR is virtually
the only safe way to land this airplane due to the way it behaves,
aerodynamics of this design etc... You will probably have to consider
changing your home airfield if things are that tight, or choose a more
suitable aircraft that has better STOL performance if you want to get in and
out of that short of a field.  Just as a reference, Cessna recommends that
you calculate the takeoff and landing performance numbers from published
information and then add another 50% as a safety margin for maximum safety.
Most of the commentary about high speed taxi testing have been directed
towards builder pilots preparing for their first flights.  I feel it would
be prudent, though not required to have a runway at least double what you
think you will need, if possible triple for those first few flights.  Even
if the airplane can perform within the minimum standards I doubt the pilot
can until he becomes familiar with his "beast".   I fully intend to high
speed test mine, as well as the take off hops, maintaining ground effect.  I
will let everyone know what I think of the process during and after I have
done so.  Soon as the rain stops, we are off to the airport with N96TA!

Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
or crbrn9...@hotmail.com
http://kr-builder.org/Colin/index.html__
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KR>Construction manual - Missing page

[Serge F. Vidal]

Could somebody send me a copy of page 11 of the manual? It is missing in my
copy.

Kindly send it by E-mail (or by Fax, if you don't mind the cost!).

Thanks in advance.

(And before you're tempted to lecture me, rest assured, my aircraft was
built with a legal copy of the construction manual. When he sold the
aircraft to me, the original builder wanted to keep his copy, because he
thought he might want to make another KR2 some day. So, all I have is a
photocopy... with a missing page).


Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia
E-mail: serge.vi...@ate-international.com
Fax: +216 71 96 17 83

KR>Help me use that veeery long drill bit!

[Serge F. Vidal]

I have an impressive drill bit in my office. Diameter is 8mm (that is
0.32"), and length is... 2100 mm! (Yep, that is 82.7"!). Was made specially
for my KR2. Understand why?

The idea is: I am preparing to get inspected by the French authorities. The
French law makes no provision for an imported homebuilt, so I had to
persuade them that there would be no difference with a new project. They
agreed to give it a try, provided I find a way to make my spars inspectable.

So, the proposed solution, as suggested by our Austrian builder (Christan
Kogelmann), is to drill a hole along the spars, right in the middle of the
spar spacers, and inspect with a borescope.

Now, for those who didn't follow the story, I am now living in Tunisia, and
my poor KR is in France. So, I will have to take that drill bit along with
me when I go there. What is the airline going to say about that, I wonder...

Anyway, the critical thing is to drill those holes very straight, especially
in the aft spar.

My intentions are:
1 - Make two wooden drill jigs (wood blocks with a hole through them), one
for the front spar and one for the aft spar, matching the spars side
section;
2 - With wings removed, clamp the jig between the WAFs
3 - Starting with a short drill bit, slowly drill through the first spacers;
4 - Take the long drill bit, then finish the job.

Since I cannot see the aircraft, I checked the construction manual to find
the dimensions of the spars side section. When I add the spars dimensions
and the plywood, What I get is:

OUTER WING FWD
CapsPly Total
H   7.28"   (184.9mm)
W   2.031" (51.6mm)

OUTER WING AFT

H   4.03"   (102.5mm)
W   1.03"   (26.2mm)

Could somebody check these dimensions for me?




Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia
E-mail: serge.vi...@ate-international.com



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KR>Training Wheel

[Serge F. Vidal]

Actually, large inline skate wheels (100 or 120 mm diameter) would make
perfect KR2 tailwheels. I would have used one if they had been available in
South Africa.

The "Jet warbird" you are referring to is a "FOUGA MAGISTER". It is a French
design, and it is an old  two seater jet trainer (normally un-armed).

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of intrepid...@juno.com
Sent: Thursday, February 19, 2004 23:38
To: kr...@mylist.net
Subject: Re: KR>Training Wheel


> "Mark Jones"  writes:
> .
> I think I will install a fake tail wheel (like an inline skate
> wheel) on the back with a swivel.

  Not as silly an idea as it may seem.   Virtually all American
  Yankees and Grumman Trainers have skid marks on their
  plastic tailcones caused by hitting and dragging the tail on
  a less-than-perfect landing.   A desk chair caster wheel back
  there would be an obvious answer, not to mention reinforcing
  the idea of "training wheel on the front".  

  Saw a photo recently of a Fouga Meister (sp?) jet warbird ---
  tucked into the ventral fin was exactly such a "fourth wheel" !

  Art Cacella   1970 American AA-1  N6155L  "Dinkie"
  1972 KR-1 Plans, still not started 
  ( but four metal homebuilts underway )
  Winston-Salem, NC


The best thing to hit the Internet in years - Juno SpeedBand!
Surf the Web up to FIVE TIMES FASTER!
Only $14.95/ month - visit www.juno.com to sign up today!

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KR>Vacuum gauge vs manifold pressure gauge / cyanoacrylate glue

[Serge F. Vidal]

I was once told that cyanoacrylate glues (common name "Superglue") is not
suitable for vehicle applications, because it does not withstand vibrations.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia


  Art Cacella wrote:

[ For some I've even epoxied (or Crazy Glue, cyanoacrylate ?)
  rivnuts into the corner holes for ease of installation.  Counter-
  boring both sides of the flange and *pulling* the rivnut is a bit
  more problematic and sometimes breaks the corner off.]

KR>Template to convert automotive size instruments into aircraft size 2.25" instruments

[Serge F. Vidal]

Those who requested the PowerPoint template, it's on its way. I improved it
with an explanation sketch and a few words of caution, which I repeat here
for everybody's benefit.

There are variations in instrument body diameter from one instrument
manufacturer to the next
 There also are variations in instruments dial rim diameter (and shape)
 Therefore, check actual measurements on the instrument before you cut the
instrument hole and panel hole
 Remember automotive instruments are cone-shaped (not cylinders), so measure
the diameter where the flange will fit.
 Allow tight tolerances to force the instrument inside the flange

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia
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KR>Serge Vidal's Throttle Quadrant

[Serge F. Vidal]

Joe,

I did not put a mixture lever, because I use a Zenith-Stromberg carburetor,
on which the mixture setting is a screw. I am busy doing a control knob for
that.

Adding a mixture lever is very easy. All you have to do is to "pile up" two
throttle units, which means you will add a third plate on top of the second
plate. You'll have to make the second handle (mixture) the same way, but
smaller, and bent suitably for clearance.
You'll then use a longer friction screw, which will adjust friction for both
levers at the same time.
It will work fine if you make your spacers accurately.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of joe
Sent: Sunday, February 01, 2004 19:54
To: KRnet
Subject: Re: KR>Serge Vidal's Throttle Quadrant


I know I have probably missed something discussed in previous emails but, is
there a mixture, throttle combination I can't see?

- Original Message -
From: "Dan Heath" 
To: 
Sent: Sunday, February 01, 2004 5:44 AM
Subject: KR>Serge Vidal's Throttle Quadrant


If you haven't already seen this, you need to take a look. Serge was kind to
share his work with us in a very nice presentation. The documentation is
terrific and the pictures are great. He provided us with a PowerPoint
presentation that you can download by clicking on the link in the upper
right corner.

If you get so excited about seeing the pictures up close and personal, that
you forget to read his documentation, I have provided you with a link in the
lower middle of the header for you to get it back.

Take a look at: http://kr-builder.org/ThrottleQuadrant/index.html

There is also a link on our home page, right below the weight and balance
links.


See N64KR at http://KR-Builder.org - Then click on the pics

Daniel R. Heath - Columbia, SC

da...@kr-builder.org

See you in Mt. Vernon - 2004 - KR Gathering

See our EAA Chapter 242 at http://EAA242.org



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KR>Vacuum gauge vs manifold pressure gauge

[Serge F. Vidal]

On ZS-WEC, my KR2, I converted all the automotive size instruments into
aircraft size (2.25 inches) instruments.

All I had to do was to make square flanges of the correct size out of
aluminium 2.8mm sheets (I dreamt of a thicker, plastic sheet, without
finding one), then cut out a hole in the middle at the correct automotive
hole size, slip the instrument in, and voila!
To secure the instrument to the flange, I epoxied each instrument to its new
flange, but quite frankly, the C-clamp would have worked too.

I have PowerPoint templates for these flanges, if anybody wants them. Just
print them on paper (ideally a sticker label), then cut the instrument holes
with your favorite hole saw or fly cutter, then drill the mounting holes,
then cut with a hacksaw.


Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

Ron Freiberger wrote:
[If it's AIRCRAFT, it's more expensive. And 2.25 inch diameter, and nice
looking.  If you go to PepBoys, and buy one for your CAR, it'll be cheaper.]

KR>FOAM FOR NEW WINGS

[Serge F. Vidal]

Mark,

My KR2 uses Styrofoam all over.

I fear the reaction of the French airworthiness inspector on that.

If he (or she, let's be politically correct for a change) questions the
airworthiness of the foam, or compliance with the plans, what should I
answer?

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

Mark Langford wrote:
[Some folks have used Styrofoam, but it takes considerably longer to sand to
shape, and gasoline dissolves it on contact.]

Mark Langford, Huntsville, AL
N56ML at hiwaay.net
see KR2S project N56ML at http://home.hiwaay.net/~langford


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KR>Instrument panel labeling

[Serge F. Vidal]

This is also how I did my labelling: Brother P-Touch, 2 sizes of black label
ribbon: 6.35mm and 12.7mm, or if you prefer, 1/4" and 1/2". Works great,
looks great, sticks hard.

Except that in South Africa, the machines entry prices are $ 80 or so, and
each ribbon is sold $ 12 or so!

Serge Vidal
KR2 ZS-WEC


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Dana Overall
Sent: Thursday, January 29, 2004 12:36
To: kr...@mylist.net
Subject: KR>Instrument panel labeling


I had seen the use of label machines in labeling instrument panels before
but got my first taste of it yesterday.  I bought this at Office Max (or
Office Depot, heck I can't ever remember which one it is we have in town:-)
at a whole whoppin $19 yesterday.

http://rvflying.tripod.com/label.jpg

Supposedly they are UV resistant, waterproof and non-scratchable.  Sure
enough, I can't scratch the lettering off with my fingernail.  I'm going to
heat a couple of them up as if under the canopy on a summer day and see what
they do.  From what I hear, they work just fine.  You can get all differnet
colors such as:  black/clear, red/clear, gold/black..the list goes
on.  You can print in five different sizes, nine different styles including
vertically and six different underlines or frames.

I know numerous people will post other ways to do it that work just fine, so
have at it as I don't remember this thread popping up here lately.  For $19
this falls right into my line of thinking which is cheapest/easiest, kinda
like the $18 cheapest/easiest static system.

BTW, this is a Brother P-touch 1180.piece a cake!!  Yes, sure I
will have an Eject button in my airplane on the passenger side:-)

Another BTW, I'll post a big time, major, put a smile on my face
cheapest/easiest tomorrow on Fun Friday...course I'll probably get a
few smacks over the head with baseball bats, but so be it.  Like the ol
saying goes:  When you play with fire you sometimes get burnt but most of
the time you end up with a nice steak:-)



Dana Overall
1999 & 2000 National KR Gathering host
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Engine. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive

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http://shopping.msn.com/softcontent/softcontent.aspx?scmId=1418


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KR>Fun Friday-lost my mind:-)

[Serge F. Vidal]

Peter,

The reason why rotary engines are out of business almost worldwide is
because they pollute much more than conventional engines, and therefore,
they could no longer meet the very stringent pollution regulations of the
1990's.
Mazda was the only manufacturer giving it a try, and they decided that since
it would not pass the tests in most Western countries, they could no longer
reach an economical production scale.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia



Peter Johnson wrote:

[I got into the rotary about 6 years ago, bought and rebuilt one, and am
amazed that there are not more in vehicles and airplanes!  I think auto
dealers don't like them because of the minimum service required after sales]

KR>RE: Get it certified outside U.S.territory

[Serge F. Vidal]

Dear Ralf,

I understand your disappointment and your concern, being in a similar
situation (As far as I am concerned, when I moved from South Africa to
Tunisia, I brought my KR2 along, hoping to register in Tunisia, which soon
proved impossible; I then had to re-export the plane, to France, where I am
now hoping to register).

If I were you, I would not give up. The Germans are tough on regulations,
bet they are fair: if you meet them, they will let you fly.

This being said, as I know the Germans, they are perfectionists; they like
everything to be up to the best standards, so be prepared for some hard
work.

Also, keep in mind that in Europe, the sky is much more crowded than in the
US, so private flying is considered a privilege, not a right.

I, personally, will fight dearly to get ZS-WEC back in the air, despite the
fact that I now live away from my plane. I will make her look neat, suppress
all the shabby details; I will prepare superb paperwork, etc. And if I fail,
it will be with the satisfaction of having tried everything.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)
serge.vi...@ate-international.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Simon
Sent: Saturday, January 17, 2004 20:02
To: kr...@mylist.net
Subject: KR>RE: Get it certified outside U.S.territory


Dear Vidal,

thanks for giving me the big picture on the problem. For shure I will NEVER
try to register anything with the german aviation administration ( LBA ) .
I don't think there is anyone with a KR2 in germany, and there will never
be one.

The goal of the german aviation administration is to keep people out of
flying. Looks like I have to dump my plane.

Best regards

Ralf Simon


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KR> Re: Get it certified outside U.S.territory / Entering european airspace

[Serge F. Vidal]

The solution is probably Denmark.

Good luck,keep us posted.

Serge Vidal

I will try this: 

a.) Ship it to the U.S.
b.) Get it certified on U.S. territory
c.) Ship it back to germany
d.) fly it

- or - 

a.) Ship it to denmark ( where it was previously registered and flown ) -
just a 4 hour drive 
b.) register again with the danish aviation administration
c.) fly back home

The interesting part for you ( the group ) will be how various euopean
countries deal with a KR2 experimental airplane entering their airspace. I
will try to describe this briefly after I collected all these informations
from the european countries. 

If anybody has some experience, I would appreciate to hear about, you can
also contact me at si...@icwn.com

Thanks
Ralf




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KR>How to inspect the wings?

[Serge F. Vidal]

I'm now having a good idea of how to register my South African built KR2 in
France. The main issue will be to prove them that the primary structure is
sound. Now, this means inspecting the wing spars.

The guys who will do the inspection want me to propose a convincing way to
do so. I proposed to load the wings to design load (piling sandbags). He
does not like it, says it's a good way to create problems rather than
solving them.

Any ideas?

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

KR>Fuel pump, flow restriction

[Serge F. Vidal]

Ron Freiberger said:
[...The answer is to bypass the pump with a low restriction check valve.
Aircraft Spruce p/n 10630.  I bought one, and it's a nice job]

I also bought a bypass valve from Aircraft Spruce.Don't know if it's the
same P/N, but the one I've got takes way too much pressure to open, so I
gave it up.

Serge



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KR>Transponder ground plane

[Serge F. Vidal]

Just two words on the situation, otherwise you will not understand the
question: I am in Tunisia, my KR2 is in France. I want to prepare my trip to
go there, and I will make a few mods to the aircraft. So, I am now busy
preparing parts, but I have no access to the aircraft now to check layouts,
dimensions, etc.

OK, here is the problem.

The transponder currently installed is a Bendix King KT 76. The transponder
antenna is probably a KA60. The antenna has been installed under the baggage
compartment shelf. As we have debated a few months ago, this is very bad,
because it probably frys my brains. So, I want to move the transponder
antenna to is normal location: under the belly. And I also want to make a
ground plane.

And here are the questions:

- What is the correct size and shape for the ground plane?
- How is the antenna mounted? How many holes, what size? How many contacts?
- How does the antenna contact to the ground plane? Is it through its
mounting washer?
- I intend to make the ground plane with a sheet of aluminum foil, which
will be reinforced by a sheet of Vinyl on top. Must I leave a large hole in
the middle of the Vinyl, to allow the foil to make contact with the washer?
- What can I use to glue the antenna plane to the floor?
Is double sided adhesive OK? Is contact adhesive glue better? Or is it
better to glue the foil to a hard sheet of plastic, and screw everything in
place without glueing? Or is it better to cut the ground plane out of a thin
sheet of aluminum (0.8mm is the thinnest I can get)?

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Get certified outside U.S.territory

[Serge F. Vidal]

Let me give yo a tip about the legalities involved, this will help you
understand the issue.

- There are agreements between countries to let each other's aircraft fly.
- But for that, they must comply with internationally agreed requirements.
- Experimentals, by definition, do not comply. They are not truly
"certified". In fact, they are granted a special permit to fly, which is
granted, on it's own responsibility and accrding to it's own standards, by
their country's airworthiness authority (for you, the US guys, the FAA).
- So, other countries do not automatically have to let foreign experimentals
fly their skies.

Be aware that:

- An experimental, to cross a border, has to request permission from the
authorities of the foreign country
- Registration of an experimental, in any country, is a grey area, because
it's airworthinesss has to be ASSESSED, and not simply checked. This is
something your FAA guys in Europe probably can't do.

My advice: register it in Germany.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia



-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of Wolfgang Decker
Sent: Saturday, January 17, 2004 05:47
To: KRnet
Subject: RE: KR>Get certified outside U.S.territory


Ralf,

to get an aircraft certified in Germany you need to contact the Luftfahrt
Bundesamt (LBA) in Braunschweig. From my experience (I mastered at the
Technical University Braunschweig and had a lot of dealings with this
office) it is rather difficult to get an experimental aircraft certified.

I would recommend to get in touch with the Oscar Ursinus Vereinigung,
which - to my knowledge - is a registered chapter with the EAA as well. I do
not have any contact information - unfortunately - but you may check the
chapter listings for Germany on the EAA webpage. Through the OUV you might
be able to get some type of certification for experimentals in Germany, as
most of the homebuilders in Germany do it through them.

Good luck,

Wolfgang Decker
Wakefield, Rhode Island
wdec...@cox.net



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KR>Certification

[Serge F. Vidal]

Nope.

Not ICAO has nothing to do with it. ICAO is an international regulatory
body, they have no national authority whatsoever.

Not JAA either. JAA is a Joint Aviation Authority, whose job is to edict
rules that will be follower by all its European member states. But it does
not apply nor enforce the rules. This is the job of each country's aviation
authority

In Germany, this would be the Luftfahrt Bundesamt (LBA)

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Colin & Bev Rainey
Sent: Saturday, January 17, 2004 04:52
To: KRnet
Subject: KR>Certification


Simon,
The FAA cannot certify any aircraft whose governing authority is outside the
US. You will have to find out if JAA, ICAO, or some other authority grants
you your airworthiness in Germany. Probably ICAO, but I would not swear to
it.

Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
or crbrn9...@hotmail.com
http://kr-builder.org/Colin/index.html__
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KR>Tank System

[Serge F. Vidal]

Mark,

My setup is a bit different.

- Only the header tank has a filler; you fill the wing tanks through the
header.
- I have one return line going to both wing tanks with a tee.
- A 3/8" works well
- The header tank is vented through his cap.

Remarks: if you have caps on your wing tanks, and if they are vented, the
situation is different. You must prevent any flow back to the wing tanks,
otherwise they will overflow by gravity.

Hope this helps.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Mark Jones
Sent: Sunday, January 11, 2004 19:32
To: KR Net
Subject: KR>Tank System


I have a fuel tank in each out board wing and will be pumping fuel into a
header tank so I can have gravity flow to my carb. The fuel lines from the
wing tanks to the header and to the carb are all 3/8".  I have some
questions.
1) Should the header tank have a fill cap?
2) Should I have one return line to each wing tank or would one line with a
Tee in it suffice?
3) Should the return line be 3/8" or larger (like 1/2")?
4) Should I vent the header tank? Each wing tank is independently vented.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at
http://mywebpage.netscape.com/n886mj/homepage.html

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KR>Throttle quadrants... a few more words

[Serge F. Vidal]

Those who asked for pics of my throttle, they are on their way. A few more
tips:

1 - Shape
My "throttle quadrant" is not really a quadrant. A quadrant is a portion of
a disk, right? So, real quadrants (like the Piper ones) have a handle that
is articulated at its BOTTOM. The quadrant box and the handle travel follow
two arcs on concentric circles, the center of the circles being the axle of
the handle. so, the distance between the throttle handle and the throttle
body remains the same at all time.
I did not like that for my KR, for two reasons:
- The friction knob would be at the bottom, and there, it conflicts with my
leg;
- The quadrant solution requires bends to the cable. Why is that? Well, you
want the cable to be pulled when you push the handle forward. So, the cable
must be routed at the bottom, around a pulley, and then hang to the handle.
A second pulley may even be required close to the top, if a lot of travel is
required. So, slightly more complex, less friendly in the cockpit, and it
wouldn't look as nice.
But if you prefer it that way, you can build it the same way as I did mine.
No difference, just make it a quadrant shape, and add a pulley at the
bottom, and if the travel ois not enough, add a second one near the top.

2 - Finish
I get questions about the nice finish of the aluminium. Well, all my
aluminium parts have that beautiful, glazed finish. The secret is a rotary
NYLON BRUSH. It looks like your typical electric drill wire brush, except it
has got Nylon hair. They do the same job as a wire brush, but don't get
distorted, and they last about ten times as much. And to polish aluminium,
it's a dream: they polish nicely and quickly without scratching. Mine come
from TRIPLEX, I suppose you can find other brands.
The second thing I do is once I am finished with all the parts, I dip them
in a hot bath of caustic soda solution FOR A FEW SECONDS. Caustic soda is
used to unblock drains, it is found everywhere, and is extremey cheap. The
idea is it is going to evenly oxidize the surface, giving it a slightly
gloss grey finish. The guy who gave me the tip said it prevents corrosion
for a very long time. This I don't know. I have been using it for non
structural parts for two years, and so far so good.

3 - Bends
As you can see, I gave the handle a double bend. What I use for bending
blocks is steel profiles (steel square tubes). They cost next to nothing and
have nice curves. All you have to do is choose a square tube section (with
curves matching the thickness of your part), cut to length, then clamp
together with your part in a vise. Then  you hammer the part with a rubber
mallet until you reach the bend angle. If you have to bend something 90
degrees, you finish the last few degrees by lifting the part a little bit.

That's all folks!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (the poor, frustrated pilot/builder)
Orleans, France (the neglected, lonely KR2)

KR>GK 1 Aircraft

[Serge F. Vidal]

Jim,

The registration is a South-African experimental registration. As you know,
the KR1 and KR2 were success stories in South Africa.The local agent even
tried to "mass-produce" parts a while ago. Then, a couple of accidents
occurred, and the KR got a bad name. But there is a lot of local knowledge
and material on the KR2.

I suspect your "GK1" is a modified KR1, and the builder gave it its
initials. There also is a SB-2, which is an all-composite KR-2.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of JIM VANCE
Sent: Monday, January 12, 2004 14:12
To: krnet
Subject: KR>GK 1 Aircraft


At our EAA chapter meeting yesterday, I was given the owner's manual for a
GK-1 aircraft.  It is powered by a Honda engine with a reduction drive.  It
looks exactly like a KR-1.  The registration number on the aircraft on the
cover is ZU-BLJ.

Can anyone tell me the lineage of the GK-1?

Jim Vance

va...@claflinwildcats.com
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KR>KR-2S & 150 hp Franklin : These 7 things

[Serge F. Vidal]

It beats me. I fail to understand what exactly is the benefit of an aircraft
engine over an automotive conversion. Certified aircraft engines are
overpriced, fuel-guzzling, noisy, tricky and unreliable beasts. They lag 70
years behind automotive technology, and due to the cost of certification
that prevents anything better from showing up, these engines will keep
contributing to the high cost of flying. Any car manufacturer producing
engines that heavy on cost, maintenance and fuel, and so unpractical and
unreliable, would be out of the engine business pretty soon.

The next step in general aviation engines is coming now: turbo-diesel
engines. Extremely low on fuel, burning Jet-A1 rather tha Avgas, torque at
any RPM, low revs...What a dream! And if you think this is not good enough
for aircraft, well, two have already been certified: one made by Renault
(France), the other by Thielert (Germany), two very well known names in the
Formula 1 car racing industry...

There is also a successful amateur conversion in France: the Dieselis, that
has been happily flying for 5 years now. Engine taken from an Opel Corsa. So
successful that I have read somewhere that it is now produced as a kit
somewhere in Eastern Europe.

My KR2 is just powered by a 2.4 liter VW based engine, but at least, I have
dual electronic ignition (taken from a motorcycle), rather than magnetos
borrowed from our great-great-grandfather's cars.

Go Diesel, my son!

Serge Vidal
KR2 ZS-WEC
400 hours flown on VW power
Tunis, Tunisia

-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of VIRGIL N SALISBURY
Sent: Thursday, January 08, 2004 20:48
To: kr...@mylist.net
Cc: kr...@mylist.net
Subject: Re: KR>KR-2S & 150 hp Franklin : These 7 things


NO, Too much, Virg

On Thu, 8 Jan 2004 10:46:59 -0800 (PST) Scott Cable 
writes:
> KRNetters
> OK, hear me out on this one for one second:
> First remembering that the KR is one of the easiest
> aircraft to modify, and there has never been a KR
> crashed due to a structural failure.
>
> The KR has a double 5/8ths spruce Upper Longerons, a
> single 5/8 ths lower longeron.  3/32nd plywood outer
> skin, and 1/4 inch plywood firewall support structure.
> What if:
> 1.) Added an additional 5/8 piece to the upper
> Longerons
>
> 2.) Double the lower longerons aft to behind the rear
> spar and add 2 ea 5/8th intercostals from the
> firewall to the front spar.
>
> 3.) Instead of a 3/32 plywood floor between the
> firewall (under the rudder pedal support) and the
>  front spar, use 1/4 inch 45 degree bias plywood.
>
> 4.) Add a 3/32 plywood inner skin from the firewall to
> the instrument panel, and 1/4 inch lower firewall
> gusset (like the existing upper gussett in the 2S
>  plans) and a 1/4 inch plywood doubler on the
> inner forward and rear faces of the front spar.
>
> 5.) Add 18 inches to each wing to increase the wing
>span by 3 ft (from 23 to 26) (additional wing area
>to handle the increased engine weight)
>
> 6.) Increase the rudder / vertical stab area by 25%
>
> 7.) Increase the landing gear strut thickness by 20%
>
> By doing these 7 things, the KR-2S should be able to
> handle the additional loads imposed by a heavier,
> more powerful engine.
>  Essentially, I've created a torque box on the belly,
> and fuselage sides.  This should come close to
> doubling the load carrying ability of the fwd
> structure.
>   The added structural weight would be less than 30
> pounds.  For a total increase in gross weight of 67
> pounds (over a corvair or Subaru).
>   I think a weight gain of 67 pounds, with the benefit
> of 30 more useable horsepower, and a gob more torque
> is reasonable.  Another benefit is it's a aircraft
> engine.
>
>
>
> =
> Scott Cable
> KR-2S # 735
> Wright City, MO
> s2cab...@yahoo.com
>
> __
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> Yahoo! Hotjobs: Enter the "Signing Bonus" Sweepstakes
> http://hotjobs.sweepstakes.yahoo.com/signingbonus
>
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>
>


Virgil N. Salisbury - AMSOIL
www.lubedealer.com/salisbury
Miami ,Fl

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KR>Throttle quadrant

[Serge F. Vidal]

Since I am now many miles away from my KR2, I keep myself busy by making
some parts that do not require many measurements. I started with redoing the
throttle quadrant. Of course, you don't need a throttle quadrant if you are
happy with a push-pull, vernier type throttle, but if, like me, you like to
fly "HOTAS" (Hands on Throttle and Stick, another militaruy acronym),
fighter style,  a quadrant is not only nice to have but also fairly easy to
make.
Today, ZS-WEC (that's my KR2) just has a boat type aluminum handle that is
simply bolted through a hole to a plate along the side wall, and tightened
with a locknut. It has worked fine for eight years, but it lacks two things:
adequate protection, and adjustable friction.

My new throttle is now finished. I am very happy with the result. In fact,
it is the best looking part I have ever made. Pictures available, as well as
Power Point templates to cut the parts, if you want to replicate it. It is a
bit overdesigned, but as Tony Bingelis puts it, it's the single most used
control, so, maybe it's worth a few extra grams and added effort.
Here are a few advices that will save you some trial and error.

- The most difficult part to find is the knob. Ideally, what you need is a
screw, anything between 6mm and 12mm, at least 30mm in length, with a knob
attached. I found one at a hardware shop, but I have no clue for what it is
normally used. If you can't find anything, a butterfly (wing) screw will do.
- The easiest way to make the throttle lever, and more important, the
throttle friction knob work, is to avoid any friction between the knob and
the lever. Otherwise, the action of the lever will loosen the knob. So, make
the knob so as its axle goes freely through the handle, and design your work
so as if you tighten the knob, it squashes the lever and its friction
washers between two plates.
- The best washers for friction seem to be Nylon washers.
- You will save a lot in working time and design complexity by using Rivnuts
(these are sorts of large rivets, threaded on the inside, that you can rivet
to a plate pretty much like a Pop rivet).

Here is what I did:

- The throttle is basically made of one plate (the handle) squashed between
two other plates (the base plate and the cover plate), with everything
adequately spaced.
- I cut the support plate out of a 2mm aluminium sheet, hard grade (2024T3),
and the cover plate out of a 1mm sheet. I think 1mm everywhere would work
just as fine.
- I then rivetted one 8mm thread Rivnut to the plate, at the  position of
theknob axle. This is the thread where the friction knob will screw in.
- I riveted four 5mm Rivnuts at the corners, facing up (these hold the two
plates together)
- I cut 4 spacers out of an aluminum tube. These go at the 4 corners, and
are held by 5mm screws that thread in the Rivnuts. I now had two plates,
spaced together.
- I made a small bush to go through the handle, to avoid friction with the
knob thread (frankly, an overkill).
- I put Nylon washers on either side of the handle.
- I then made a spacer to fill the space between the top washer and the
cover plate. The spacer consists of three large washers piled up and glued
together with Epoxy.
- And that's it! The knob goes through the cover plate, then the spacer,
then top washer, then handle plate, then bottom washer, then Rivnut; when
you tighten it, the cover plate bends slightly, and squashes the handle
between the two Nylon washers. The friction remains even, even after 100
push-pull actions (Yes, I tried).
- The rest is details: giving the hande a double bend to make it S-shaped,
making wood stocks, fitting holes, and of course, the throttle cable
mounting hole and screw. Oh, by the way, when you make your spacers, check
how much thickness you will need for your cable attachment, and allow for
some extra clearance.

That throttle is very simple, yet, it's still 45 parts altogether!
Unbelievable how fast the parts count goes up!

Here is the datasheet.

Throttle data

Mass:   188 g
Travel: 7.9mm
Overall dimensions with handle at centre position:  Height 151mm Length 98mm
Width 50mm
Overall dimensions with travel: Height 151mm Length 200mm Width 50mm


Parts list

1.  Base plate, aluminium, 2024T3, 2mm thick
1
2.  Rivnut, 8mm 
1
3.  Rivnut, 5mm 
4
4.  Spacers, aluminium, 12.7mm OD, 10mm ID, L18mm   4
5.  Capscrew, 5mm x 20mm4
6.  Washer, 5mm 
4
7.  Self tapering screw, SS, 3.5mm x 16mm   
6
8.  Face plate, aluminium, 2024T3, 1mm thick
1
9.  Throttle handle, aluminium, 2024T3, 3mm thick   
1
10. Wood stocks, seligna wood

KR>Engines - Certified versus automotive conversions

[Serge F. Vidal]

I truly did not know automotive conversions were an insurance problem. Sorry
for you, guys.

I think people tend to be a little bit personal on that engine debate. Hey,
it's experimental aviation! Do as you please, and let the others do as they
please! Just make your own opinion, and make your aircraft unique!

Let me give you my rationale.

"Certified" does not mean the best, or the most reliable, or the most
economical, solution was applied. It simply means that no obvious hazard was
found at the time of certification.

Yes, aircraft engines have specific requirements. Yes, standard automotive
engines do not meet all of these requirements, especially the redundancy
principle (no single failure must lead to catastrophic failure). Does it
mean that the 1930s technology they are based on is better than current
automotive technology? Nope, it means there is no market today to justify
the cost of designing and certifying something better. Does it mean that
automotive engines can't be safely converted? Nope, simply that it takes
some serious engineering to do it.

I personally know the consultant who wrote the certification application of
the Renault turbo-diesel engine (aimed at the professional aviation market,
so still not cheap enough for us). His biggest problem was not engine
failure rate, but... to prove that the engine could be cut at will!

When I bought ZS-WEC, it was VW powered. Same technology basically as the
Lycos and Cont's, but with a huge improvement: the very unreliable, tricky,
finnicky and expensive ignition system called "magnetos" had been replaced
with SOLID-STATE electronic ignition. Result: 400 hours without a glitch. I
don't trust magnetos, having had my share of magnetos failures and incidents
(I don't remember having had an ignition failure in a car in 18 years, by
the way), and I feel much, much safer with a solid state electronic system.
The ignition pick-ups were redundant, so only the coils and spark plugs were
not. And of course, the electrical system has been well thought!

Then, I started wanting more power, and I got myself a reasonably improved
VW engine: 2.4 liter instead of 2.0 liter. I did not want a bigger one,
because I want reliable power, not hot rods! This is where I installed a
fully dual redundant solid state electronic ignition system. No single
failure can lead to catastrophic failure, save for the carburetor, but I am
told that Lycomings and Continentals are like that too.

This, coupled with a decent, redundant, well protected battery system, would
probably be certifiable. And I see no reason why it would be less reliable
than a certified engine, quite the contrary.

I am happy the solution I have, and even more happy with its cost.

Now, what I really dream of, is a 4-seater, twin engine plane, powered with
two state-of-the-art turbo-diesel engines, burning 5 liters an hour of
Jet-A1 each!, all that for the price of 1 Lycoming engine... and I know it's
technically feasible.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Turbo-Diesel kitplane

[Serge F. Vidal]

I did some extra research. The Dieselis is not yet marketed as a kitplane,
but kit development is well under way in the Netherlands, under the name
"RangeR".

Maybe they will sell the engine separately one day?

Here is the link.

http://www.dac-ranger.nl/engsite/enstart.html

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Window under the passenger seat

[Serge F. Vidal]

This one is for structure experts.

I have been dreaming for a while of cutting a window (a clear hatch, if you
prefer) under the passenger seat. This would be a round window, about 12 cm
(say 6 inches) in diameter. I would use it when I fly solo, with the
passenger seat bottom cushion removed, as a camera window, to take pictures
(verticall, or at a deep angle). Ideally, it could open, so that I can get a
camera lens directly through it.

Questions:

- Is it feasible without weakening the structure?
- If yes, is 12cm / 6 inches diameter OK?
- How much must I reinforce (how thick must the reinforcement flange be?)
- How thick is the floor at that place?
- Any idea for the opening mechanism?

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Window under the passenger seat

[Serge F. Vidal]

Thanks, Brian, for these thoughts.

I agree. I want the window to open, because I know it will be dirty, and you
don't shoot nice pictures through Perspex anyway.
About the exhaust fumes, I think it will be OK if I open the hatch only to
shoot the pics. My idea is to make a spring loaded mechanism, and a decent
seal, so as the window gets sealed until you open it.
And I don't want to do any camera settings. There will be a camera bracket,
adjustable in tilt angle only. When I want a pic, I open the hatch, push the
autofocus button, then shoot, and close the hatch. Period.

So, can anybody tell me how thick must the ring be?

Serge


Oh, and a present for you, Brian. I send you a separate E-mail with a pic of
myself flying my KR2 over Soweto, South Africa (taken at arm's length, I was
alone on board)

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KR>Test

[Serge F. Vidal]

KR>Test

[Serge F. Vidal]

Test, please ignore.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Engines

[Serge F. Vidal]

Gavin, here are my 2 cents worth.

The VW engines are called Type 1,2,3, and 4. The Type 4 comes from the VW
Minibus, and the Porshe 914. It comes as either a 1.7 liter, or as a 2
liter. It is the best, for two good reasons: it is the most powerful, and it
is made of a better aluminium alloy, that is less prone to cracks. So, I
strongly recommend a Type 4 in all... cases.

The bad news is the 2 liter will give you only 65 hp. It is more than enough
to fly a KR2. Mine was built with a stock 2 liter Type 4, and it flew well,
even at gross weight and at 12 000 ft density altitude.

So, you don't NEED more power, but if you WANT more power, you will have to
work from a VW engine, preferably a Type 4. You will have to buy a serious
kit to increase the power, or to buy the entire powerplant from a good
supplier (there is one n Autralia). One can push the 2 liter to 2.4, even
2.7; the power will come to about 100 hp in the best case, but you will pay
for it in lack of reliability.

Your costs will be:
- The engine case,
- The "aero" conversion (propeller drive, carb, cooler, ignition...)
- And, and, and...

And for all that, you will have an automotivew conversion (a home-made
engine, not a certified and proven one) of anything between 80 and 100 hp.

In any case, unless you have good connections in the engine rebuild world,
it is unrealistic to hope for less than US$ 6000 for a 80 to 100hp
powerplant.

So, if you are short of cash, yet don't want to take chances with a
homebuilt engine, I recommend you but either a Jabiru 4 cylinder, or the
best ready-made VW conversion you can't get in Autralia?

Personally, swapped my old stock Type 4 for a South-African made 2.4 liter
Type 4, delivering about 80hp, on which I rigged a dual electronic ignition
from motorcycle parts.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Gavin Donohoe
Sent: Thursday, September 25, 2003 09:22
To: KR builders and pilots
Subject: KR>Engines

Hi All,

Well the age old question, Which engine to use for my KR2S??
Here in Australia we have an engine manufacturing facility for light
aircraft engines called Jabiru, and from all accounts they are first class
engines. This is what I was at first going to use. However the price is
fairly high at just over $18000 AUD for a six cylinder 3300 cc model
producing 120 hp.
At only  178 lbs in weight they are ideal power plants though a little out
of my price range !!!
My question is if I go for a VW engine what size do I need for over 100 hp,
and can I get a kit of accessories for it, and build an engine from the
wrecking yard to fit them to???  Which model VW do I need?  What about
Corvair engines for Australia ( we don't have them here ) How would I get
one over here and what's available to help me build one??? How much are they
second hand, and are there any left of the correct model for modification??
Hows the weight of an O200 conti compare to these options ?

Thanks
Gavin


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KR>Metric system [ NON_KR SUBJECT]

[Serge F. Vidal]

Well, as Jesus said, Sancta simplicitas!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Aggie lewanda
Sent: Wednesday, September 10, 2003 7:21 PM
To: KR builders and pilots
Subject: RE: KR>Metric system [ NON_KR SUBJECT]



--- Fraser McGregor  wrote:
> What? Thinking in a different base system?  If God had meant us to think
in
> 12's, we would have 12 digits.   The only numbers in the imperial system
> that stimulates a better understanding of math are 36-26-36  :-)  Now back
> to planes--
>

Fraser,

For the last century the United States of America has been the
absolute leader of the free world. The Kaiser, Hitler, Saddam
Hussein and the Soviets are long gone and the world is a better
place for it.

Our business, industry and capital markets are the backbone of the
world. "Sound as a dollar" has passed into the lexicon of the
entire world.

EVERYONE else either wants to come here, or to be like us.
President Ronald Reagan said once "It is time for us to stop
worrying what the rest of the world thinks about us and let the
rest of the world worry about what we think of them."

Americans, and our borrowed English measuring system have
given the rest of the world it's standard of living. Without
Henry Ford, Harvey Firestone, Tom Edison, Donald Trump, Bill
Gates and MILLIONS like them, the rest of the world would
be savages freezing in the dark! Even foreigners like Tesla,
Einstein and Oppenheimer had to come to America and live under our
system for their genius to flourish.

Now, sorry if I offend anyone but it seems just plain NUTS to
me that after all of the above, and much more, we are supposed to
kiss the asses of our intellectual, mental, moral and military
inferiors and adopt THEIR way of doing anything!

At age 52 I have no plans to change. Many years ago in college
my sociology professor taught us about societies being "ethnocentristic".
The difference between myself and the cute little socialist sociology
professor was that she saw an "ethnocenric" society as a terrible
thing; while I on the other hand (once I learned what the word meant)
was damn proud of it!

Warmest Personal Regards,

Dean Allen

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KR>Flying KRs at night

[Serge F. Vidal]

>From my point of view, the main issue is: a KR does not fly hands-off. So,
it will be a mission to fly straight-and-level while doing the nav at night.
Now, I fully support your view. I am busy upgrading my KR for night flying,
just in case... This way I will also be able to practice my night landings
to keep my night rating current. And if one day I find myself confident
enough, well, I will fly night cross-country flights. So far, with 100h
flown in the KR, and 300h total, I feel I still need some practice.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Brian Kraut
Sent: Thursday, September 11, 2003 12:58 AM
To: KR builders and pilots
Subject: Re: KR>change of operating limitations


I fly Cherokees and 152s at night and I really can't see what the
difference is in a KR.  I may find out different when I try it, but I
think it is worth it just to not be illegal if I get delayed a little
one day and can't land before the sun goes down.

Ed Janssen wrote:

>Brian,
>
>For a number of reasons, many KR pilots have voiced their opinions against
>flying at night in a KR.  You may want to rethink the idea.  A search of
the
>archives will probably give you some reasons, but maybe someone with direct
>experience will restate their comments.
>
>Ed Janssen
>mailto:ejans...@chipsnet.com
>
>
>- Original Message -
>From: "Brian Kraut" 
>To: 
>Sent: Tuesday, September 09, 2003 4:14 AM
>Subject: KR>change of operating limitations
>
>
>>I have added lights to my KR.  Does anyone know what the correct procedure
>>
>is to change my operating limitations from VFR day to VFR night?  Is this
>something I can do myself or do I have to contact the FSDO to get this
>changed, and if so, do they come and do an inspection?
>
>>___
>>see KRnet list details at http://www.krnet.org/instructions.html
>>
>
>
>
>___
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>

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KR>Trans antenna

[Serge F. Vidal]

Actually, Colin, you scared me enough to have me do some research. First of
all, let me precise that I didn't do anything. I bought the plane like
that.Second, the antenna is a standard aircraft antenna (fin-shaped),
removed from a certified aeroplane. Third, the transponder is a Bendix
KT-76A
- Frequency: 1030 MHz
- Output: "200 watts peak minimum transmitter power"
Apparently, you're right, that's scary. But since I haven't used it much, I
might have enough brain left to mount it on the belly instead, and shield it
by making an aluminum ground plane of some sort!

Serge Vidal

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Ross Youngblood
Sent: Thursday, September 11, 2003 3:17 AM
To: KR builders and pilots
Subject: Re: KR>Trans antenna


I'm not sure about this myself.  Is there anyone with
RF background who can attest to people getting cooked with
Transponder Antenna output?

It's one thing to stand next to a Radar dish, but the
power levels of the Transponder antenna are much less.

I'm going to touch base with some RF guys I work with
to see if the power levels are somthing to worry about.

I'm thinking the average transponder output is less than
5-10Watts.  And I think the power density decreases with
distance.. although we will still be quite close.

I think the transponder is around 2Ghz... and lots of new
stuff is getting into this range... cordless phones for
example... but they are at much lower power levels I
expect (milliwatts I would guess).


- Original Message -
From: "Colin" 
List-Post: krnet@list.krnet.org
Date: Wed, 10 Sep 2003 16:12:24 -0400
To: "KR builders and pilots" 
Subject: KR>Trans antenna

> Serge,
> Unless you included some kind of shielding from the radiation of the
antenna, you might as well have stuck your head into a microwave.
> Colin Rainey KR2(td)
> crain...@cfl.rr.com
> Sanford, Florida
> FLY SAFE___
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KR>(no subject)

[Serge F. Vidal]

Yep. In mine, the trim is OK to relieve stick pressure, but the aircraft is
way too sensitive in pitch to fly hands off.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of wyno...@bellsouth.net
Sent: Friday, September 12, 2003 12:40 PM
To: KR builders and pilots
Subject: Re: Re: KR>(no subject)


Does everyone have a problem trimming out to achieve hands off flight in kr
2?


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KR>rudder pedals

[Serge F. Vidal]

...Er... That is highly debatable. I once got a jammed rudder

-Original Message-
From: krnet-bounces+serge.vidal=ate-international@mylist.net
Err... That's debatable!
I once got a rudder failure (just read the archives for details), and I was
quite happy to still have brakes on landing, because the KR does not land
too short, and the brakes give you some sort of directional control as well.
With a KR, a reasonable crosswind can be handled without a rudder; a short,
narrow airstrip with a crosswind is hard to manage without brakes.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia


[mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On
Behalf Of Dana Overall
Sent: Monday, September 08, 2003 11:46 AM
To: kr...@mylist.net
Subject: Re: KR>rudder pedals


Brian, just a little food for thought.  I used those same cylinders on my
KR.  Short of fabricating new pedals incorporating a pivoting cylinder, I
chose to remove the cylinders from the assembly in an effort to allieve the
pressure on the rudder horns and the various tie down points as the cable
moved aft.  I had a pulley near the front that I wanted to relieve pressure
from also.  My sometimes convaluted thinking was at some point the rudder
system would fail before the braking system failed, opposite of your
situation so far though.  I thought I would rather have rudder than braking.
  The current system may work just fine, but I just didn't like putting,
what I considered, undue stress on the cable system which had nothing to do
with what I wanted to achieve...and that was braking, not rudder
pressure.


My solution at the time was to remove the cylinders and mount them with the
round foot pad pointing aft, between the two pedals.  I drilled two holes in
the firewall and mounted the brackets to hold the cylinders firewall
forward.  A byproduct of this,  I was able to remove brake lines..thus brake
fluid, from the fuselage.  I mounted them a little high so I could heel the
rudder pedals but get to the brakes with my toes.  Had to be a little pigeon
toed but it worked.  This way I was able to get full compression of the
piston, use of the rudder with no unnessesary demand on the calbes and had
very good braking.

Man, that got long winded when my initial reply was going be, "Hey Brian, I
mounted mine between the pedals.worked for me".:-)



Dana Overall
1999 & 2000 National KR Gathering host
Richmond, KY
RV-7 slider/fuselage, Imron black, "Black Magic"
Finish kit ordered!! Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive

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KR>Transponder antenna location

[Serge F. Vidal]

In my KR , the transponder antenna has been mounted under the baggage
compartment shelf. Aneat, uncluttered location, with way more space
available than under the seat.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia




-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Bob Sauer
Sent: Tuesday, September 09, 2003 9:48 PM
To: kr
Subject: KR>(no subject)


In trying to hold the cost of my KR2S project in line, I want to use a 22"
COM antenna that I have, but need some help on how to create a ground plane
for it. Also, want to do the same thing for the ELT, GPS and Transponder.
I want to put the antennas vertically in the rear of the fuselage, except
for the transponder which I will put under the pilot seat projecting to the
exterior.  I am thinking alum disks would work,  but have no idea as to what
size they would have to be.  Any help or suggestions will be appreciated.

Thanks
From: resa...@cox.net
Sun City West
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KR>Any contacts in France?

[Serge F. Vidal]

In an attempt to save my KR from the local Customs services, I need to
contact experimental aircraft builders/owners in France. Are there any here?
Someone got a contact?

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Mertic system [ NON_KR SUBJEST]

[Serge F. Vidal]

I will challenge that. The beauty of the Metric system is that all units
(length, mass, volume, etc.) are related in a decimal way. For example, one
cubic meter is just 1000 liters. Try to do the same when dealing with pounds
and inches!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Ron Eason
Sent: Wednesday, September 10, 2003 3:43 AM
To: kr2coo...@earthlink.net; KR builders and pilots
Subject: Re: KR>Mertic system [ NON_KR SUBJEST]


One system is no better than the other, it's just a system of measurements.
I work with both all the time. I would give the edge to English because it
gets you thinking in different base numerical systems.  Nature and the
Universe is not based on the 10's system. I stimulates a better
understanding of math.

 KRRon

- Original Message -
From: "Jack Cooper" 
To: "KR builders and pilots" 
Sent: Tuesday, September 09, 2003 7:07 PM
Subject: Re: KR>Mertic system


> I think it was a big mistake not to go to metrics. The world is on one
> standard and we in the USA on another. Metrics is so easy to learn if we
> would just do it. Just try to work on an American car and see how many
> fasteners are American and how many are metric. You never know which
wrench
> to pick up.
>
> Robert J. (Jack) Cooper
> kr2coo...@earthlink.net
> http://www.jackandsandycoooper.com/kr2
> Why Wait?  Move to EarthLink.
>
>
> > [Original Message]
> > From: Mark Langford 
> > To: KR builders and pilots 
> > Date: 9/7/03 6:34:32 PM
> > Subject: Re: KR>Building a KR2
> >
> > Fraser wrote:
> >
> > > I just wish all you guys would give your measurements in real terms,
ie
> > > millimeters, kg, Newtons, etc, instead of these ancient english
imperial
> > > things.  Pity you didn' t throw the imperial system overboard with the
> tea
> > > in Boston, all those years ago!  Makes my head ache, having to do the
> > > conversions.
> >
> > I agree wholeheartedly!  We almost got smart and made the big move to
> metric
> > in the seventies, but somehow the effort got side tracked, and we're
mired
> > in the dark ages again.  There's nothing worse than a slug!  I'm 100%
for
> > the move to metric.  I lived in Germany for three years and loved it
(and
> > for many other reasons)...
> >
> > Mark Langford, Huntsville, AL
> > N56ML "at"  hiwaay.net
> > see KR2S project at http://home.hiwaay.net/~langford
> >
> >
> >
> > ___
> > see KRnet list details at http://www.krnet.org/instructions.html
>
>
>
>
> ___
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>
>



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KR>assembly plant

[Serge F. Vidal]

"The General's army of Mexicans"

In French, we call a "Mexican Army" an army that has got more generals than
soldiers, or by extension, any organization with more bosses than workers.

Serge Vidal
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Aggie lewanda
Sent: Saturday, September 06, 2003 1:46 AM
To: KR builders and pilots
Subject: Re: KR>assembly plant


O.K. Fellows,

Most of you have given the good General a proper dressing down
several times over now. I have a revision to his business
plan to propose.

1. Clients buy plans from R. R. & the widow makes a decent living.

2. Gen. Locker sets up his KR factory near a resort such as
   acapulco or Puerto Villarta.

3. Clients fly into Mexico and check into a good hotel near the
   factory. They "work" 8 hours a day along side the General's
   army of Mexicans (who do all the stoop work such as sanding.)
   The General provides cheap Mexican parts.

   Don't they still make VW bugs in Mexico?

   Isn't drift wood as strong as spruce?

4. Clients save a lot of money on this fast build program.
   That savings almost covers the cost of Tequila and Senioritas.
   (You were wondering what they were doing the other 16 hours in a day?)

5. The client flies off his required 40 hours by pulling tourists
   in parachutes. After all, isn't a KR as good as a motor boat for this?

6. The client, who built more than 51%, can then cross country
   the thing home. No, KR's usually don't get over 14,000 feet
   but the General's custom oxygen system is great for recovering
   from the Tequila hangover.

All this ought to take about 60 days in Mexico and cost around ten
grand more than building a KR at home in the garage. (Not counting
the cost of tequila and senioritas) ;-|}.

Anybody got a better idea?

Regards,

Dean Allen



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KR>Building a KR2

[Serge F. Vidal]

My 2 cents worth as an historian:
They could not throw the imperial system overboard with the tea in Boston,
'cause we, Frenchmen, had not invented the scientific replacement yet. The
Metric system came only with OUR revolution, only a few years down the line.
Of couse, later, the Metric system was made the basis of the International
System of Measures, and is therefore, today, the ONLY system with
international recognition (even the British have discarded the Imperial Body
Parts system).
Alas, at the end of WWII, aviation in the Western world has to regress to US
standards. But the Russian world abides the IS system, ant their aircraft
fly altitudes in meters, and speeds in kilometers per hour. I got my
microlight licence in a Russian built Aviatika "Baby Mig" that was just like
that... and I had to think fast in the air to convert!

Now, while waiting for a Federal miracle Do as I do, get yourself a nice
piece of converter software.  ;-)

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Fraser McGregor
Sent: Sunday, September 07, 2003 11:20 PM
To: KR builders and pilots
Subject: Re: KR>Building a KR2


Thanks Colin for that advice - yes I have been looking at the web sites -
all very interesting.  As I live in Australia - also known as God's Great
Garden - I might just have to pass on the gathering, but thanks for the
offer - the old C172 won't go that far.

I just wish all you guys would give your measurements in real terms, ie
millimeters, kg, Newtons, etc, instead of these ancient english imperial
things.  Pity you didn' t throw the imperial system overboard with the tea
in Boston, all those years ago!  Makes my head ache, having to do the
conversions.  (Please note - last para is my attempt at humour :-))

At 09:39 AM 7/09/2003 -0400, you wrote:
>Fraser,
>You said:
>Hi - I am new to this net, so bear with me please!  I am looking for a
>suitable plane to build, and the KR2 of KR2S seems to fit the bill for me
>so far.  Do the current plans available have these later refinements and
>improvements that you mentioned,?  If not, is there a source of these, or
>is it simply that these refinements etc are what individuals have done to
>their planes while building them?
>To answer your question, please do not think that I am the authority here,
>as there are some long time builders that have way more knowledge of this
>aircraft than I. I guess I just tend to be alittle more vocal! HaHa.
>The KR2 is a wonderful airplane, but a new builder should not consider the
>older KR2 without including the "S" supplement. If you will "cruise" over
>to the KRnet construction site and search through the archives, you will
>find a HUGE amount of information on modifications and improvements that
>builders have made to this little plane.  Also, lots of builders' sites
>have great ideas and improvements that they have made to overcome
>different building challenges that they have experienced.  The KR2S plans
>are reported to be the clearest and easiest to use, as well as the
>supplement including the refinements of re-enforced firewall for larger
>powerplants, and longer fuselage.  Mark Langford's site talks about
>several good refinements and hiper links you to other sources of
>additional studies and mods.  The original KR2 had a neat idea for
>retracts, but over the years, virtually every builder with them has done
>away with them in favor of a less drag inducing well faired fixed gear, or
>some other version of retract (Loehle Replicas has a good system that
>swing inboard, but requires alot of work to fit onto a KR2).  Also you
>cannot forget to put the gear down on fixed gear!  I had a student
>recently, over 300 hour pilot take me down an instrument approach in a
>twin engine aircraft and forget the landing gear, all the way down to 400
>AGL when I took over and lowered the gear. If he had been solo that would
>have been an expensive mistake.
>What I recommend is for you to take several afternoons and read through
>the different builder websites and finished aircraft, and learn all you
>can from the ones out there building, or flying.  They know what is
>working for them, and will save you literally hundreds of hours trying to
>solve problems. Then when you have questions, and you can't find the
>answer in the archives, ask it here.  Go to the Gathering this year and
>look at the KR2, and KR2S up close and compare.  I am told the materials
>cost is virtually the same, and you will be much happier with the plane
>when it is complete.  Any other builders' thoughts please don't hesitate
>to chime in here :)
>
>
>Colin Rainey KR2(td)
>crain...@cfl.rr.com
>Sanford, Florida
>FLY SAFE___
>see KRnet list details at http://www.krnet.org/instructions.html


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KR>KR Aileron control at low speeds?

[Serge F. Vidal]

That's true for my KR2 as well: What I experience is that strong rudder
input will drop the opposite wing slightly. I never tried throughout the
speed range, but it is true around, say, 80 Kts.

ZS-WEC is stock, as per plans. I don't understand what you mean by 3 degrees
washout, but if it is in the plans, mine has got it.Aerodynamically, my KR
is perfectly standard, except that the CG has been pushed forward a bit.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of larry flesner
Sent: Tuesday, September 02, 2003 1:44 AM
To: KR builders and pilots
Subject: KR>KR Aileron control at low speeds?


>All,
>My KR came as a built unit by Mark Edal. I have inspections dated 1994. He
>stretched a KR2 to 16.5' + but kept the KR2 stab and rudder. I can't lift a
>wing with rudder as it will increase the drop of the wing.
Al.
++

This came up in a conversation I had with Willie Wilson from
England.  He stated that his KR will also drop a wing opposite
to the rudder being used.  He attributed it to the 3 degrees of
wing washout.  That was something I was going to test in my
first few hours of flight (hopefully soon) and see if I get the same
response.  I'd be intrested to know if someone with a flying KR
that has not built in the full 3 degrees of washout get the same
response or not and how many KR flyers have noted this in
their flying KR.  I don't remember now if he said what speeds
this happens at or if it was at all speeds.

By the way,  Willie also said he didn't tell the inspectors that
his KR exibited this little trait as they might not be too happy
with it so let's keep this among KR builders and flyers.  After
all, I don't think it has brought any KRs out of the air yet.

Larry (still assembling and an occasional taxi test) Flesner

Just 10 more sunrises till Mark and I head for Red Oak
in either the Tripacer or the Oldsmobile!



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KR>Brakes

[Serge F. Vidal]

I have a better setup: motorcycle brakes, mounted the "cheapie" option
(brake handles clamped fore of the main spar), and I have more than enough
braking power, even if the KR weights twice as much as a loaded motorcycle!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-bounces+svidal=icon.co...@mylist.net
[mailto:krnet-bounces+svidal=icon.co...@mylist.net]On Behalf Of Kenneth
L Wiltrout
Sent: Tuesday, September 02, 2003 4:55 PM
To: kr...@mylist.net
Subject: Re: KR>Busy KR weekend



I've got the more expensive Cleveland brake setup and I can't hold mine
at full throttle either. These brakes are made for go karts that weigh
100lbs or so, not airplanes that gross in excess of 1000lbs. But your
correct when you spoke about not pushing to hard as that load goes to the
rudder via the cables.---Good luck!!



On Mon, 1 Sep 2003 20:28:53 -0400 (GMT) Brian Kraut
 writes:
> At long last my KR is at the airport.  Mark, you can move the link
> for my site from "KRs Under Construction" to the highly coveted
> "Completed KRs" listing.  I will have new pictures on my site as
> soon as I get a chance to update it.  I believe the KR is actually
> smiling now that it is around other planes.
>
> Initial taxi tests have been very good.  I am very happy that I
> decided to put on the Matco tailwheel.  It taxies around easier than
> any other plane I have taxied.  The Matco wheel also comes unlocked
> on a turn with a little differential braking so you can spin it
> right around if you want to.  Visibility is pretty good.  I can lean
> to the left and right and see nearly straight in front of me.  I can
> also lean forward and see down the taxiway directly in front,
> another benefit of the taller Matco wheel and the bent leaf springs.
>
>
> I have the Great Plains hydraulic brakes.  I found out that they
> will not hold the plane at a full power runup and they are less
> effective at stopping the plane than what I am used to.  Some of
> this may be due to them not being broken in yet.  I have also heard
> that you don't want brakes that are too effective to keep you from
> nosing over.  I could stop a lot faster if I really had to, but the
> brakes are on the rudder pedals and I don't want to pus too hard and
> break the rudder horns.
>
> I did figure out that a canopy that can be locked partially opened
> is essential in Florida in the summer.  That is going to be one of
> my first at the airport mods.  That bubbles is not a greenhouse, it
> is a sauna.
>
> My plane has foam between the stringers and one thin layer of glass
> from the firewall to the seat back.  I have some light weight
> automotive upholstery on the inside also.  This makes it very quiet
> inside compared to another KR I was in.  I would highly recomend this
> to everyone else.  It probably only adds two pounds to the weight.
> It should also help a lot keeping the plane warm on a cold day, not
> to mention that it looks good.
>
> I did have a minor problem Saturday when the engine died at the end
> of the runway after a medium speed taxi run.  I didn't quite have
> the idle mixture or speed adjusted right and the engine died when I
> pulled the power to idle.  Since my battery sat dead for a long time
> it was on its last legs and wouldn't restart the engine when it was
> hot.  I killed the battery and had to pull the plane all the way
> back from the end of a 2,500' runway.  Luckily, the KR pulls fairly
> easily.  I have put in a new battery and adjusted the idle mixture
> and speed and everything is fine now.
>
> I have more to ramble on, but will change topic tags.
>
> Many thanks to fellow KR Netter Art Bruce for helping me get the
> plane to the airport and putting on the wings.
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
>
>


The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
Only $14.95/ month - visit www.juno.com to sign up today!

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KR>Brakes

[Serge F. Vidal]

Disk brakes, of course, with hydraulic actuators. I'm told they were taken
from a Suzuki Katana. This being said, it's no rocket science to adapt
almost any motorcycle disk brake to an aircraft wheel! It just takes a
couple of brackets

Serge Vidal

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Darren Pond
Sent: Wednesday, September 03, 2003 11:52 AM
To: serge.vi...@ate-international.com; KR builders and pilots
Subject: RE: KR>Brakes


What are you using for brakes? Disc? Drum? Any idea what motor cycle they
are from?
Hydraulic I assume.

Darren Pond


I have a better setup: motorcycle brakes, mounted the "cheapie" option
(brake handles clamped fore of the main spar), and I have more than enough
braking power, even if the KR weights twice as much as a loaded motorcycle!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia




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KR>assembly plant-REALLY DEEP Pockets

[Serge F. Vidal]

According to me, the answer is a bit more complex. Up to these liability
lawsuits, aircraft and aircraft parts were almost mass-produced, hence
keeping costs low. And all things considered, airframes, which are very
labour-intensive items, still come at a reasonable price. Engines and
avionics don't.

Serge Vidal
KR2 ZS-WEC
Still impounded by Customs in Tunis (Sob!)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Bob Stone
Sent: Wednesday, September 03, 2003 7:42 PM
To: KR builders and pilots
Subject: Re: KR>assembly plant-REALLY DEEP Pockets


Scott,
 You are correct about everything you said to General Locker except the
reason for certified aircraft being so high in price.  Part of the reason of
course is inflation but the real reason is law suits against aircraft
manufactures.  When I learned to fly way back in 1973 I could have bought a
Cesna Skyhawk equiped for VFR flight for about $28,000.00 Now the same
aircraft is more that $125,000.00 and the price increase is to cover the
cost of paying judgments.  Many aircraft manufactures stopped producing
small aircraft for about ten years because of the damages they were having
to pay out. This is also the reason so many people who want an aircraft and
want to save money are buying a kit, taking it to one of the many so called
business that advertise they will help.  The aircraft is built almost l00%
by the business and the customer is listed as the builder.  Since the owner
is shown on all the paperwork as the builder, he can sue no one if he has a
accident.

Bob Stone, Harker Heights, Tx
rsto...@hot.rr.com



- Original Message -
From: "Scott Cable" 
To: "KR builders and pilots" 
Sent: Wednesday, September 03, 2003 12:55 PM
Subject: RE: KR>assembly plant-REALLY DEEP Pockets


> Dear Gen. Locker,
> I sure hope that you and your partner's pockets are
> REALLY deep.
> In case you were not aware: The KR Series aircraft are
> homebuilt experimental category aircraft.
>  If you plan on selling completed aircraft as stated
> earlier, the FAA would require you to certify this
> aircraft per FAR23 for Utility Aircraft, and only use
> certified aircraft components FAR 21-23.  Or you could
> spend the time and mega-bucks to go through the
> process of certifying a VW or other automotive based
> engine. (not likely).  Also you will need to get
> Import Airworthiness Approval: "This approval
> (documentation) is required for airworthiness
> certification of aircraft, engines, propellers,
>  materials, parts, and appliances imported into the
> United States from any country that has a
>  bilateral agreement with the United States."
> Type in qutes were copied directly from:
> http://www2.faa.gov/certification/aircraft/
>
>   The reason why most General Aviation aircraft are so
> expensive, is that they have completed a rigorous
> certification process, and all of their components
> have underwent a similar certification process.
>
>   So if you would like to continue in this venture,
> you are most certainly going to need to employ several
> qualified Strength Engineers, several Quality Control
> engineers, and several Liason engineers, for at least
> 24 months just to get started.
>   It is certainly generous of you to offer the KR
> community TYPE certification, thankfully,most KR
> builders will be able to have their aircraft certified
> as type by being able to prove similar build methods
> and materials.  Wow, no more experimental placards,
> lower insurance.
>   While you are at with those deep pockets, I'm an
> Aerospace Design Engineer, have my MRB, and am also a
> KR builder.  If you're hiring, are you offering
> benefits?  I'll need 3 weeks paid vacation, full
> medical and dental, 401k...Matching up to 7%?
>
>
> =
> Scott Cable
> KR-2S # 735
> Linden, MI
> s2cab...@yahoo.com
>
> __
> Do you Yahoo!?
> Yahoo! SiteBuilder - Free, easy-to-use web site design software
> http://sitebuilder.yahoo.com
>
> ___
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KR>assembly plant

[Serge F. Vidal]

FINE! AS A NON-NATIVE ENGLISH SPEAKER, I GUESS I WILL HAVE TO SHOUT FROM NOW
ON! :-)

Serge Vidal
KR2 ZS-WEC
(Still feelin' lonely at Tunis Customs store!)



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Max Hardberger
Sent: Thursday, September 04, 2003 2:33 AM
To: KR builders and pilots
Subject: Re: KR>assembly plant


I'm sorry, I didn't intend to shout. Many of my clients are not native
English speakers, and I sometimes type in capitals for clarity. I meant
nothing more. Since this is the only list I've ever been on, I didn't
realize that capitals would be taken as "shouting."

Max


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KR>assembly plant

[Serge F. Vidal]

I like the concept of "Freedom of Speed!)

Serge Vidal
KR2 ZS-WEC
(Planning an escape from Tunis Customs store)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Max Hardberger
Sent: Thursday, September 04, 2003 2:46 AM
To: KR builders and pilots
Subject: Re: KR>assembly plant


Dear Mark

Although your post was not addressed to me directly, I take it that I am the
ASS. I have not accused anyone of stepping on my freedom of speed, I just
wondered why my post was rejected. I don't know anything about posts, and
when the general said that he'd been "delisted" I thought maybe I had been
also. As I have explained, I meant nothing by using capitals--in the
shipping business, where telexes were our means of communication for many
years, that was all we had--and I certainly didn't intend to shout.

That said, however, I am not accustomed to being called an ass, and I
certainly wouldn't call someone that under similar circumstances.

Max Hardberger


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KR>Re: vertical winglets

[Serge F. Vidal]

Retrofitting winglets to existing planes seems to happen all the time... in
the glider world. A colleague of mine owns a glider that she recently
upgraded that way. There seems to be kits readily available for that, and
glider pilots are very enthusiastic about them. Another thing they are crazy
about is Mylar tape seal, intended to seal the gap between the control
surfaces and the wing.

Now, I really can't tell whether these things work, owner's opinions are too
biased to be considered. But they sure look modern, and maybe that's enough!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Mark Langford
Sent: Sunday, August 31, 2003 3:09 PM
To: KR builders and pilots
Subject: Re: KR>Re: vertical winglets


John Martindale wrote:

> Aye Mark, are you in the mood for an aerodynamic debate? :-)

Nope, not at all.  I don't know diddly about aerodynamics, so it would be a
lopsided debate.  I just threw out the only tidbit I remember about
winglets.  I've seen various formulas for making them, and they have lots of
variables.  It takes about 5 minutes to sand a Hoerner tip onto a wing.  It
probably takes a lot more time and experimentation to get winglets set up
properly.  But I'd be the last to stand in your way if that's what you want
to do to your KR.

What I'd like to see is winglets retrofitted to an existing plane,  and then
report back on the differences in all flight regimes.   I doubt the
improvements would be worth the time expended, but you guys are more than
welcome to prove me wrong...

Mark Langford, Huntsville, AL
N56ML "at"  hiwaay.net
see KR2S project at http://home.hiwaay.net/~langford



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KR>assembly plant

[Serge F. Vidal]

Dear Mr Locker,

Please, do not pay too much attention to the tone of the replies you will
get from this network. KR builders are passionate people, and as such,
easily make passionate statements. That's part of the fun of belonging in
this community.

Yet, among us, commonsense prevails. If your intentions are honest, and if
you are serious about making series production of anything that can be used
in a KR, let alone KRs themselves, you will only have more friends!

This being said, a few things you say are surprising. For instance, the KR
has a low service ceiling, low enough to make oxygen redundant; and anything
redundant in such a light aircraft is not always welcome.

Also, I am not too sure that the KR2's architecture is well suited for
production. People trying to do what you say (build an affordable small
plane) generally go for fiberglass monocoque construction, not
wood-and-fiberglass. There must be some reasons for that...which I'm sure we
will be happy to debate in lengths!

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of gerald locker
Sent: Monday, September 01, 2003 4:00 PM
To: KR builders and pilots
Subject: Re: KR>assembly plant



--- Timothy Bellville 
wrote:
> I sounds to me like you are trying to reinvent the
> wheel.
> It also sounds like you have no plan to benefit the
> widow of the man that
> designed this plain and construction concept.
> Are you going to buy parts from R/R inc. ?Pay them
> royalties?
> This little plain was meant to be a homebuilt, and
> built by people that
> could not afford a Cessna.
> You are trying to stand on the shoulders of others
> to make a buck.
> I for one, do not want to see a bunch of  "factory
> built" KR's showing up on
> NTSB reports and dragging down the name of this well
> designed and conceived
> aircraft.
> Come up with your own concept, and hire a
> Aeronautical engineer to invent
> your new store-bought and leave the KR's to those
> that love to build and fly
> them.
> I for one will not help you, and I don't think you
> will find much help here!
> Timothy Bellville
> (homebuilt) KR2  N7038V

Dear Mr. Bellville,

I appreciat your response though I cannot agree with
you on most of your assumptions.  My partner and I are
going to be working with Jenette at RR in every kit we
buy, and if we do produce our own, we certainly will
be paying royalties to her.  \
We decided on the KR series since it incorporates
everything we sought in a good airplane.  It has the
range, the looks, the relative speed we sought for our
sales marketing to overseas, and to the States.  We
are building it because we feel that many would like
to have a beautiful, safe, and reliable plane at a
relatively inexpensive price, and without having to
spend 1000 + hours building it.  We have a sound
program being set up and I am always open to
suggestions that will benefit us and the KR family of
owners and pilots.
I am a former Marine General who has flown over 30
years, but I must admit that I am a novice at the
building process and realize that the more I know, the
better the plane will be.  We want to include a BRS, a
portable oxygen system, long range fuel tanks,
transponder and GPS as part of the stock plane, not an
option.
I am very sorry that you do not wish to offer any
sound advice to us because we are always ready to
listen.
My partner owns, as well as his brother Accuracy
Technologies in Glendale and Ventura and we intend to
do a lot of R on new engines and airplane parts to
be put in our own planes, as well as for sale to the
general public.  We are spending our own money, and we
want no ones money except those that are buying our
product.  We care for the plane as much as anyone else
does.  Our questions I asked still could use some
answers.

Thank you for writing and hop you will reconsider and
write again.

Thank You,

Gerald Locker
>
>
> ___
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http://www.krnet.org/instructions.html


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KR>Migrant KR2

[Serge F. Vidal]

Dear Netheads,

My KR2, ZS-WEC, has successfully completed a very long trip, from South
Africa to Tunisia (North Africa). No glory in it: it travelled in a shipping
container, together with my furniture!
Just before I shipped the plane, I finally managed to upgrade the engine
from a stock VW 2 liter, to a fancy 2.4 liter. Also, the electronic ignition
is now full dual.
All that did not go without teething problems. At a point, the brand new
engine even seized, due to a faulty oil bypass valve! The CHT is also on the
high side, so I will probably have to improve the air cooling as well.
Yet, despite the tight schedule, I finally managed to test fly the aircraft
for about two hours. What I can tell you is that it feels very, very
different! Before, considering the high density altitude in Johannesburg,
the plane did not want to take-off. Now, it is reluctant to land! At last, I
understand why people are crazy about the KR. Give it enough power, and it
flies like a dream. I can't wait for a flight at sea level.

Anyway, the next challenge is just ahead: going through customs in Tunisia.
Here, general aviation, let alone private plane ownership or even
homebuilding, is almost non-existant. It seems that it is the first time
that a plane comes in this country by sea, and customs simply don't know how
to handle it. Understandably, they are also nervous about the "security"
implications. Oh, well! As they say here, Inch'Allah! (As per God's will!)

I would like to thank Norman Stapelberg, who can rightfully claim all the
credit for the modification, and much, much more. It's people like him that
make homebuilding such a great experience.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

KR>Wing wiring

[Serge F. Vidal]

Colin,

I went through the wing wiring process recently on my KR2. Here is how I
did:

1 - I located the position of the nav lights on the wing tips, then glued
some sticker templates of my nav lights mounting holes. There are three
holes for each: two for the mounting screws, one big hole for the light
centerpiece. Then I rivetted some Rivnuts to the skin for the mounted
screws. (my nav lights are secured directly to the skin).

2 - I levelled the wing, and placed a piece of tape at the inboard end of
the wing as an aiming mark.

3 - I took a long aluminum tube, about 1 cm in diameter; using a large drill
bit, I cone-shaped the inside of one end of the tube. Then, using a hacksaw,
I serrated the same end, and voila! A 2.5 meter hole saw was born.

4 - I then clamped the tube to the chuck of my electric drill; using the
spirit level for vertical reference, and the aiming mark fr horizontal
reference, I slowly drilled my way up to the wing root.

5 - I then routed the wire through the tube.

This method only induces a very small hole in the ribs, and far enough from
the skin; also, the "hole saw" is not powerful enough to damage anything
important.

In short, I'm happy with the result.

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Colin
Sent: Tuesday, August 26, 2003 1:14 AM
To: kr...@mylist.net
Subject: KR>Wing wiring


Netters,
I know everyone is gearing up for the Gathering, and I wish I were going
but...
I am trying to wire my wings for the combination position/strobe/rear
nav and the wiring that the previous owner installed broke as I was trying
to pull new wiring through the wing. Does anyone know a painless way to run
the wiring through the wing without opening it up?  I tried using a long rod
to feed the wiring, but I think I am damaging the ribs and do not want to
continue that route.  I have Dan Diehl wing skins if that makes a
difference.  I have already made the cutout in the tip and am ready to
install, if I can just feed the necessary wiring to it.

Colin Rainey KR2(td)
crain...@cfl.rr.com
Sanford, Florida
FLY SAFE___
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KR>Migrant KR2

[Serge F. Vidal]

Hi, Tim! Thanks for sharing that with me. In another life (back in 1990), I
also went to Tunisia, as a French Army Academy cadet officer. The whole
promotion came here for 4 weeks, and since the President graduated from that
same academy, needless to say we were well received. The cherry on the cake
was one week commando training in the desert. I still have my training
certificate which now adorns the ego wall in my office.

I agree, Tunisians are very nice and friendly people, but to get things done
here sometimes requires above-average patience.

Serge

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Timothy Bellville
Sent: Tuesday, August 26, 2003 12:27 PM
To: serge.vi...@ate-international.com; KR builders and pilots
Subject: Re: KR>Migrant KR2


Hi Serge,
I wish you luck in your new home, and I hope you can get the red tape
successfully cut for your KR.
I spent 45 days in north Tunisia back in 1984 as a squad leader in the 22nd
MAU ,1stBN8th Marines.
I remember the people to be very friendly and happy to see us. But my God
were those earthworms huge!
Fare skies my friend.
Tim Bellville
- Original Message -
From: "Serge F. Vidal" <serge.vi...@ate-international.com>
To: "'KR builders and pilots'" <kr...@mylist.net>
Sent: Monday, August 25, 2003 7:03 AM
Subject: KR>Migrant KR2


> Dear Netheads,
>
> My KR2, ZS-WEC, has successfully completed a very long trip, from South
> Africa to Tunisia (North Africa). No glory in it: it travelled in a
shipping
> container, together with my furniture!
> Just before I shipped the plane, I finally managed to upgrade the engine
> from a stock VW 2 liter, to a fancy 2.4 liter. Also, the electronic
ignition
> is now full dual.
> All that did not go without teething problems. At a point, the brand new
> engine even seized, due to a faulty oil bypass valve! The CHT is also on
the
> high side, so I will probably have to improve the air cooling as well.
> Yet, despite the tight schedule, I finally managed to test fly the
aircraft
> for about two hours. What I can tell you is that it feels very, very
> different! Before, considering the high density altitude in Johannesburg,
> the plane did not want to take-off. Now, it is reluctant to land! At last,
I
> understand why people are crazy about the KR. Give it enough power, and it
> flies like a dream. I can't wait for a flight at sea level.
>
> Anyway, the next challenge is just ahead: going through customs in
Tunisia.
> Here, general aviation, let alone private plane ownership or even
> homebuilding, is almost non-existant. It seems that it is the first time
> that a plane comes in this country by sea, and customs simply don't know
how
> to handle it. Understandably, they are also nervous about the "security"
> implications. Oh, well! As they say here, Inch'Allah! (As per God's will!)
>
> I would like to thank Norman Stapelberg, who can rightfully claim all the
> credit for the modification, and much, much more. It's people like him
that
> make homebuilding such a great experience.
>
> Serge Vidal
> KR2 ZS-WEC
> Tunis, Tunisia
>
>
> ___
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see KRnet list details at http://www.krnet.org/instructions.html

KR>cutting aircraft cable

[Serge F. Vidal]

Snip



Simple solution: use transparent heat shrink sleeve.

Serge Vidal
KR2 ZS-WEC

KR>Isn't that PCB idea great?

[Serge F. Vidal]

Netters,

What I really like about the KRNet is the incredible amount of creativity
that we manage to pool together.

I think that PCB idea is a perfect example. Indeed, it is fiberglass, of the
best kind (multiple laminations). And I think it is the first time somebody
tries to use it as an aircraft material, but surely, it can't be worse than
our usual home-made, first-time builder fiberglass!

Now, if somebody with a good knowledge of material properties could study
typical PCB sheets to compare its properties with plywood and fiberglass, I
think it would not be wasted effort.

How much does PCB sheet cost, by the way?

Serge Vidal
KR2 ZS-WEC
Johannesburg, South Africa