KR> Test
Good test Lee. In a message dated 5/24/2012 8:39:35 A.M. Mountain Daylight Time, l...@vandyke2.com writes: Test Lee Van Dyke ___ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> what kind of fasterner is this?
Mark, That appears to be a Dzus fastener. John El Paso In a message dated 4/8/2012 8:40:45 P.M. Mountain Daylight Time, m...@n56ml.com writes: Can anybody tell me what kind of fastener this is at http://www.n56ml.com/misc/120408_051m.jpg ? It looks familiar, but I can't come up with exactly what it is. This is a view of the back side of the quarter turn spring, and the stud (on the right) has had it's head ground off to a nub. Thanks, Mark Langford ML at N56ML.com website at http://www.N56ML.com ___ Search the KRnet Archives at http://mylist.net/private/krnet/ to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Heart Attack.
Mike, Take care and get well. John El Paso In a message dated 11/18/2011 12:27:56 P.M. Mountain Standard Time, shagste...@hotmail.com writes: Guy's, As most of you know, I have been coming to the Gatherings for the past 5 years and feel like everyone that I have met there has become a good friend. Just wanted to let you guys know that I had a heart attack Wednesday morning at the ripe old age of 50. Made it to the hospital where I received a stint in the big artery at the front of the heart. Long story short, Got home a couple of hours ago and am doing great. Now, hopefully with the help from the EAA and AOPA I will have my license back before I finish the KR. Mike Sylvester kr2s builder Birmingham,AL. Cell no.205-966-3854 ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> (no subject)
http://wakkholdings.com/wp-content/themes/MarketerCMS/members/single/activity/drgmssmd.htm
KR> Does a VW block need paint?
Darren, As a long time VW builder (40 years) I recommend you remove the paint. All paint acts as an insulator to some degree and the last thing a VW needs is more heat. I have always kept my engines bare and those of my customers. John El Paso In a message dated 8/30/2011 9:33:10 P.M. Mountain Daylight Time, pilotp...@rogers.com writes: My old 1835vw has peeling paint on it. Is it really necessary to have the block painted? Is there any safe way to strip it off or is a wire brush my only option besides a walnut shell blaster? Darren C-GGGW KR2 Cambridge Ont. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> (no subject)
http://floridaparktickets.co.cc/u039u9
KR> elect. artificial horizon
Larry, You might talk to a reputable instrument shop. Some old brain cells tell me there is significance to the mounting position. Some Army aircraft I worked on had a tilted platform built between the instrument face and panel for proper positioning in the panel. John El Paso In a message dated 4/24/2011 8:06:25 P.M. Mountain Daylight Time, fles...@frontier.com writes: At 08:05 PM 4/24/2011, you wrote: >The 8 degree means that the user had a panel that was 8 degrees off of >vertical. +++ I haven't spent any money yet. The seller said to install it and see if it works. I don't think their RV had an 8 degree panel. Could that cause it to not work properly? I'm sure it sees more than 8 degrees pitch change in use. If it works I'm sure I'll get a deal. The seller is my part time boss. :-) Larry Flesner ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> To Turbo or not to Turbo that is the Question
Dene, You hit the head of the nail perfectly. John El Paso In a message dated 1/4/2011 3:42:31 A.M. Mountain Standard Time, av...@telkomsa.net writes: Guys John Finlay mentions the addition of an in-flight adjustable prop to use in conjunction with your turbo. The way I understand it, the motor that has a turbo with the waist gate set to X manifold pressure will produce Y power regardless of it's altitude (at a fixed throttle setting). How do you prevent over revving the motor at altitude and still use the extra power that the turbo produces without an in-flight adjustible prop? Sure you could set the manifold pressure lower or run at a lower throttle setting but that negates using the turbo in the first place To me, using a turbo without an in-flight adjustable prop is not worth the effort and expense. Am I missing something? Regards Dene Collett Avlec Projects cc Port Elizabeth South Africa - Original Message - From: "Jon Finley" To: "KRnet" Sent: Monday, January 03, 2011 6:47 PM Subject: RE: KR> To Turbo or not to Turbo that is the Question 5. Allows you to add all sorts of new things to your wish list (oxygen system, in-flight adjustable prop, electrically heated seats, etc...). Jon Finley N314JF - Q2 - Subaru EJ-22 ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Boatbuilding Questions
I helped a friend build the boat for a KR-1 in an Army barracks room at Ft Sill, OK in the 70's. John El Paso In a message dated 12/5/2010 2:03:55 P.M. Mountain Standard Time, cbscust...@yahoo.com writes: Mike when building the boat fit and glue every thing but the rudder up rights and then when you get it out the door then glue and clamp them in. I knew a man who had built the boat in his apartment living room until the landlord kicked him out. LOL. KR people do crazy things to build a airplane, I am one LOL. From: Mike Taglieri To: KRnet Sent: Sat, December 4, 2010 7:59:12 PM Subject: KR> Boatbuilding Questions For a long time I've wanted to build a KR-2, but I didn't have a place to do it. Now, after moving from an apartment to a house, I've decided the best way is to build it in my basement as far as possible. I have a small two-car garage, but it's cold, drafty, and often damp. The basement is dry and heated, with a ground level door to the backyard, and I have woodworking and metalworking equipment there. The problem is space. There's a furnace room in the middle of the basement, and the area where I want to put the assembly table is 76" wide on one end and 80" wide on the other. The KR manual says the table is made of two sheets of particle board put end to end "and cut off to length of table desired." But leaving the table 48" wide seems much more than I need and it would make it harder to move around it. How narrow a table can I get away with? (And how long does it have to be? My space is plenty long enough to build the boat, but I don't see any point making the table longer than it needs to be). The hard part is going to be getting the boat out the door, which is currently 32" wide (though if I take out the door frame I can get it to get to 34"). The plans seem to want me to build the tail after the boat, but I don't see why I can't do that last, and without the tail, the boat turned sideways can get through the door, maybe even with the wing spars on. Finally, I bought my plans awhile ago and have Serial No. 9159 in Book No. 78. Drawing 1 and Drawing 2 are the May, 1986 release, and the firewall template is dated February 15, 1981. Are these the latest version, and if not, is there a way to get the later ones? Mike Taglieri miket--...@juno.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Don betchans retracts and fuselage sides.
Dene, I would be happy to receive them. I will post them to the group website for all to see. John Melvin W. E. Technical Services 5504 Fairbanks El Paso, TX 79924 Tel: 915-401-9116 Email: flyor...@aol.com In a message dated 11/16/2010 11:25:00 P.M. Mountain Standard Time, av...@telkomsa.net writes: Guys Apologies for not responding earlier. I do not have a websight and operate from a stone age dialup connection so if somebody can volunteer to host the pics on their sight I will send them (only once) as this will take an age to send through. Regards Dene Collett Avlec Projects cc Port Elizabeth South Africa - Original Message - From: "phillip matheson" To: "KRnet" Sent: Sunday, November 14, 2010 9:45 PM Subject: Re: KR> Don betchans retracts and fuselage sides. I would like to see a copy of the retracts also PLEASE. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at _http://www.krnet.org/info.html_ (http://www.krnet.org/info.html)
KR> Don betchans retracts and fuselage sides.
Dene, I would like a copy of those prints too. John in El Paso, Texas In a message dated 11/11/2010 11:07:48 P.M. Mountain Standard Time, av...@telkomsa.net writes: Hi Dustin I'm not sure what pics are posted on Mark's site but I have a set of prints that were posted to me years ago by the guy that owned it after Don (I think). I think I have then scanned and stored on my PC somewhere. Let me know if you would like to see them. For what its worth, I am in the process of building a set of retracts for my KR similar to a Lancair's. So far I have completed the main gear but not the retract mechanism. I spend my life these days building planes for other people and don't get much time to work on my own. Regards Dene Collett Avlec Projects cc Port Elizabeth South Africa - Original Message - From: "dustin Reves" To: "KRNET LIST POST" Sent: Thursday, November 11, 2010 4:27 AM Subject: KR> Don betchans retracts and fuselage sides. Does anyone have any pictures(aside from the ones on marks website) of how they retracted? ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Don betchans retracts and fuse side questions.
Dustin, I would like a copy too, please. John in El Paso In a message dated 11/12/2010 1:36:58 P.M. Mountain Standard Time, cgardn...@rogers.com writes: Dustin, I have some sketches that came from Don Betchan and will send them to you. Regards Chris Gardiner. -Original Message- From: krnet-bounces+cgardn628=rogers@mylist.net [mailto:krnet-bounces+cgardn628=rogers@mylist.net] On Behalf Of dustin Reves Sent: Wednesday, November 10, 2010 9:32 PM To: KRNET LIST POST Subject: KR> Don betchans retracts and fuse side questions. Does anyone have any pictures(aside from the ones on marks website) of how they retracted? Did don have to modify the spar to them to retract properly? Is the entire system mounted spar foreward? I cant make it out from the photos on langford's site. Also >From what I have been reading most KR fuse sides are wider at the shoulders than they are at the bottom, is this correct? Would it incur any significant increase in work to make them the same width top and bottom? I bought Mike Arnold's AR-5 DVD's and from what I understand that played a big part in lowering interference drag between the fuse and wing. Also, putting the widest part of the fuselage at the trailing edge of the wing. am I silly to think this is the way to go with a KR as well? ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Fly By Wire
Also, Watch out for EMI. Back when the UH-60 was introduced it suffered many fatal crashes for no apparent reason. The Army was about to cancel the contract when an investigator saw a hardover condition occur on the ground. Turned out to be a shot from a radar tower. The others were near radar or high power radio towers. The system was EMI hardened and problems stopped. John in El Paso In a message dated 11/3/2010 2:19:34 P.M. Mountain Daylight Time, jose.fuen...@gmail.com writes: Yep thats how I feel, as well, thats why it's augmentation, not replacement LOL its no different then an auto pilot but you are telling the autopilot to move left or right or up or down or whatever. though you can turn off the auto pilot and take control of the "REAL" stick. And yep, I thought about sudden crazy servo's and hence why it has an off switch for the system. Joe > (certainly not without triple redundancy anyway) > > -- > Glenn Martin (N5PQ) > KR2 N1333A > Martek Mississippi Electronic Repair > 13238 Hudson-Krohn Rd. > Biloxi, MS, 39532 > rep...@martekmississippi.com > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > -- Jose Fuentes Founding Father (one of and former Vice Prez) of Capital City.NET User's Group Former Microsoft MVP http://blogs.aspadvice.com/jfuentes ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Whirlwinds
Here's one for you. It happened to me at Meacham Field, Fort Worth, Tx in 1970. I was taking an instrument training ride. The instructor and I were in a C-172 in the runup area at the west end of the east-west runway. A C-150 to my left, a C150 to my right and a C-172 to his right. Just finished my runup and was receiving my clearance when the airplane started to shake. Instantly we were standing vertical on the spinner. the airplane rotated 90 deg left and fell over on its back just missing the C-150 to our left. During this time there were at least 14 hands trying to turn pull the mixture to cutoff, turn off the mag switch and the fuel valve. Only two people got out of the plane. Witnesses said a dust devil came from behind and flipped the plane. The airplane fell exactly flat all damage was symetrical. That was a fun day. After a couple hours with the FAA, we tried again and had a good flight. John Melvin El Paso In a message dated 8/22/2010 9:44:08 P.M. Mountain Daylight Time, kenhender...@q.com writes: I fly out of KALM in Alamogordo, NM, alt.4200, DA usually 6000 and UP. We have a lot of whirlwinds, dust devils we call 'em. These things can extend 1000 ft. or more into the atmosphere and pack a nasty surprise for the unaware or unsuspecting pilot. They are like mini-tornados with a top of 200 ft. or more in diameter. That is the "visible" top that can be seen from the airborne dirt, the affected area is much larger. I remember reading that the wind velocity can be 100 mph or more at the top. I can remember as a kid running into these things to get to the "eye", and yes there is an "eye", but it is small and hard to keep up with on foot. Of course, the "devils" are smaller and slower on the ground than they are at flight level. While these things can be unsettling at altitude, they can be disastrous during the takeoff or landing. If there is no available loose dirt, these things can be damn near invisible with the only clue being the movement of ground cover. Imagine a sudden 360 degree circular crosswind of about 25 mph or more gathering you up as you get light. That's what I think Mike experienced. If you're flying in the west these babies are an occupational hazard. AOPA website probably has some info on this but the best advice is "see and avoid". Ken ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> KR2> Update
Congrats: Feels good doesn't it. John El Paso In a message dated 6/17/2010 10:22:27 P.M. Mountain Daylight Time, rep...@martekmississippi.com writes: As of 2130Z , 17 June 2010, I am now a Licensed Private Pilot. For all who added me to their prayers: Thanks, it DID help. The Oral Test was actually a great deal of fun, and I knocked it out of the park. Now for a few days sleep, and then on to building my KR2. -- Glenn Martin EAA 479 KR2, N1333A Biloxi, MS, 39532 rep...@martekmississippi.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Thanks - Electric Trim
Dave, I answered you about using analog servos. After reflection, it wouldn't make any difference which type servo you use because you remove the servo amplifier from the system and drive the servo directly. This should remove the RF interference issue. Use a DPDT toggle with spring loaded center off. Cross wire outer poles together, power wires to center poles and wire servo from one end of the switch. Power it at 4.8- 6 vdc. Model servos are available in many sizes. I just looked at one that had 480 oz in of torque. I think that equates to about 30 lbs of thrust on the end of the servo arm. John Melvin El Paso, TX In a message dated 4/8/2010 6:29:47 P.M. Mountain Daylight Time, ddunw...@fnwusers.com writes: Thanks to all of you so much for your various ideas and solutions on electric trim! The information has been a Godsend!!! Looking back through old newsletters, I came across the idea of an RC servo with servo tester. I saw this one as problematic from the outset, and that is why I asked for assistance. RC servos are generally pulse width modulated. That means that they always have power applied, and then you move them by sending various width pulses to them via a 3rd line. A nearby transmitter can raise havoc with such a system, especially if the PWM wire isn't shielded. A typical 5 watt AM transmitter might not be a problem, but the typical 200 watt pulse transponder box would likely wreak havoc! After reading all sorts of horror stories about runaway servos in certificated aircraft, I decided that an RC servo wouldn't be a solution. As an electrical engineer, and a 50 year veteran pilot, it seemed to me that having constant power available to ANY type of flight control servo was a bad idea. The obvious (and probably the safest/cheapest) solution, IMHO, would be something like the Allen servo. The big, bad version is $165. It provides 40 pounds of thrust as opposed to standard RC servos which are typically measured in ounces. I am intrigued by mirror motors, window motors, etc., and I'd love to try that, but we live about 900 miles from nowhere! Getting a bolt around here is a challenge, let alone finding the right motor from a junk yard! I have to take another look at the geometry of what is in my KR2 at the moment. My servo will have to be in the fuselage as I'm not going to turn the airplane upside down and cut into a finished elevator to install a servo. I plan on fuselage mounting the servo, and simply hooking it to the rod that goes to the trim tab. I would like to retain the present trim wheel, but it is butt-ugly, and in a poor location, and, well, it is just ugly!!! So there is a good chance that I will relocate the wheel and keep a portion of the existing manual system such that anything the servo does is apparent on the wheel, and the wheel is there for backup. I'll send information as this new project comes to fruition! Thanks again, everybody! Dave. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Electric Trim
For this application, one needs to use an analog servo, not digital servo. John Melvin El Paso, Texas In a message dated 4/7/2010 8:32:28 A.M. Mountain Daylight Time, awh.hawk...@telus.net writes: I tried to use a r/c servo with a test controller, and it worked fine until the transponder transmitted, then it went to full deflection. If you use a r/c landing gear servo, it does not use a pulse modulation to control it, it might work. I went with a Ray allen servo, which works just fine. Al Hawkins Port Coquitlam, B.C. On 4/7/2010 12:42 AM, Peter Drake wrote: > Dave > > I have used a heavy duty model airplane radio control servo with a servo > tester circuit as a controller. It hasn't flown yet so I don't know whether > the servo is powerful enough. > I tried the wing mirror servo method with a servo off a Jeep Cherokee, but I > couldn't get it to operate fast enough. > > Peter > Hereford UK > > - Original Message - > From: "Dave Dunwoodie" > To: > Sent: Tuesday, April 06, 2010 10:32 PM > Subject: KR> Electric Trim > > > I haven't seen anything on here about electric trim, and I know lots of > > > -- > I am using the free version of SPAMfighter. > We are a community of 7 million users fighting spam. > SPAMfighter has removed 570 of my spam emails to date. > Get the free SPAMfighter here: http://www.spamfighter.com/len > > The Professional version does not have this message > > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> HAPI Flywheels
My experience with elongated dowel pin holes and cracked flywheels usually stems from under torque on the flywheel retaining bolt and/or undersize dowel pins. It is the only place on a VW that is safe to slightly exceed max torque value but not more than 10%. John Melvin El Paso In a message dated 11/24/2009 8:02:18 A.M. Mountain Standard Time, ifly...@msn.com writes: To date we have replaced 107 HAPI aluminum flywheels in the last 28 years. I would guess that 100 of them were 4 dowel versions. Most of the builders caught the problem via the service bulletin. The flywheel will start to elongate in the dowel pins holes and eventually crack between the holes which then lets the flywheel free spin so to speak. If memory serves, HAPI, the company was sold to Mosler Motors in 1988 -89 ish. This company then became Total Engine Concepts. So it is likely that many of the Mosler/TEC engines also had the acquired HAPI flywheel inventory installed on their engines also. Steve Bennett ifly...@msn.com _ Windows 7: I wanted simpler, now it's simpler. I'm a rock star. http://www.microsoft.com/Windows/windows-7/default.aspx?h=myidea?ocid=PID247 27::T:WLMTAGL:ON:WL:en-US:WWL_WIN_myidea:112009 ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Gascolator Cooling
Scott is absolutely right. As soon as you shut down the engine you lose your cooling airflow and the temp between the top of the engine and cowl starts going up quickly and cooks the fuel in the distribution block and the line going to it. I used to teach pilots to open their cowls to promote faster cooling after shutdown. Saved a lot of starters and batteries that way. John El Paso In a message dated 10/13/2009 5:30:28 P.M. Mountain Daylight Time, jscott.pi...@juno.com writes: Vapor lock is common in almost all fuel injected aircraft engines, but it's not the gascolator that overheats. It's because the fuel injection distribution block is sitting on top of the hot engine, so gets heated enough to easily boil the fuel following engine shut down. Thus the hot start problems with most injected aircraft engines. In flight it is cooled by the air intake on top of the engine, so never vapor locks once there is sufficient cooling air moving through the air inlets. The warm air coming off the bottom of the engine typically isn't hot enough to create a vapor lock problem. However, exhaust routing is really critical as the exhaust pipes are the really hot components that may run near the gascolator. On my plane, the exhaust routes down either side, so my gascolator is mounted at the bottom center of the firewall with no extra cooling and has never presented a problem. (770 hrs so far that include long climb outs from Phoenix and Tucson in the summer.) However, if I had a crossover exhaust to heat the already warm air coming out the bottom of the engine, then a cool box and blast tube would be a must. On my other plane with a crossover exhaust, the gascolator and electric fuel pump have their only little box at the lower left corner of the firewall with a small NACA scoop in order to keep the fuel cool. Jeff Scott Los Alamos, NM -- Original Message -- My friends plane had been flying several years before his problem arose, who would of thought a flying plane could develop problems under the wrong circumstances. I also forgot to suggest what Larry Flesner stated and that is to add fireproof temperature insulating covers to all fuel lines in the cowling that are near the engine if possible. Vapor lock caused by a hot engine was common on a Cessna 210 fuel injected aircraft I once owned when I would stop for fuel. It happens. Larry H. Click now and choose from a selection of top performing bonds! http://thirdpartyoffers.juno.com/TGL2141/fc/BLSrjpTIy7d79JLoqnwKyrOooGuFCt6r adUeIj6M8DEbFtH1C01oa8XaLyY/ ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> N1852Z returns to the air
Rob, Glad you're home safe and well. Thanks for your service. John Melvin El Paso US Army Retired (28 Years) In a message dated 10/7/2009 5:52:27 A.M. Mountain Daylight Time, robert7...@aol.com writes: Jeff Scott sent me a note asking if I was back, so I figured I would let everyone know I'm finally home from my latest military deployment to Iraq and that my KR2S is back in the air. But I didn't get home until last Tuesday the 29 of Sep, so I've missed two KR Gatherings in a row, and yes I was bummed. I've stayed on the KR Digest and I did see where "Old Blue" and the one other plane crashed, very sad news but good to see Dan is recovering well. Just this week I managed to get N1852Z back in the air. I had to replace the entire exhaust system due to corrosion and age. I bought a few tubes from Steve Bennett welded it myself. Yesterday was her 1st real flight in over a year after a thorough Annual Inspection. She was happy to see air under her wings again and so was I. Deployment went very well. Things in Iraq are in much better shape than my deployment in 2005. The Surge did a good job of cleaning out the bad guys, and the Iraqi Security Forces are now in charge in all the cities. While it will never be perfect, the violence levels are pretty low compared with previous years. I'm taking a month vacation before I head back to work at my engineering job. I dropped by there yesterday and it looks like no issues with going back. The economy has caused some layoffs, but my job was held for me. Thanks, Rob Schmitt N1852Z Kansas City, MO _www.robert7721.com_ (http://www.robert7721.com) ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Another Bad Day for N886MJ
Mark, I don't have experience with Corvair's but I do have significant experience with VW's. In VW's, this malady is usually caused by misalignment between the cam and the crank. They MUST be in as perfect parallel as possible, both vertical and horizontal. You may solve this issue by line boring one or both. Your broken crank may have enlarged a bearing saddle. Also gear mesh is critical. If to far apart it will allow slop and the wear/stress will be at weakest/thinnest part of the teeth. if to close it will cause excessive wear on the gear teeth and eventual breakage. I've built several hundred stock and high performance VW's over the years and this usually showed up in high performance engines because of the additional stress. Please notice I say these things may have been the cause and not absolutely the cause. Too many variables and I am not an expert. If it were my engine I would find a competent shop that understands this and have them check the case. John El Paso In a message dated 8/28/2009 1:48:00 P.M. Mountain Daylight Time, flyk...@charter.net writes: This past Wednesday, N886MJ experienced yet another engine failure resulting in another dead stick landing which turned out good since I was again able to glide safely back to the airport. The cam gear failed. I experienced the exact failure of the cam gear as I did Last November 1st. The only difference this time was that this one lasted 44 hours vs the 4.5 hour life of the first cam gear failure. Now for all you Corvair guys, don't go and get all hot and bothered about this as we suspect this is inherent to my engine only. Remember I had a crankshaft breakage just prior to the first cam gear failure which possibly could have damaged the case in a way that would allow the cam or crank to oscillate in an unnatural way that did not show up on tolerance checks.. We did replace the crankshaft, camshaft and both gears on both rebuilds. On this last rebuild everything was meticulously built, checked and rechecked. I will keep everyone informed to any findings as we tear down and rebuild. The sad part is that I was leaving for the KR Gathering on Sept 17th with some new tail art which I was looking forward to everyone seeing and enjoying. I simply can not wait another year for all of you to see it so here is a link. Hope you enjoy it: http://flykr2s.com/photo.html Mark Jones (N886MJ) Stevens Point, WI E-mail: flyk...@charter.net Web: www.flykr2s.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Certifieds
My 2 cents worth. The term "Certified" is often used interchangeably when discussing factory built and experimental aircraft. It seems to be a confusion of licensing Category versus Manufacturing Standards. Factory built "Certified" aircraft MUST comply with the "TYPE CERTIFICATE DATA SHEET" (TCDS) for that aircraft, thus the term "Certified" comes into play. A TCDS is one of many requirements to manufacture an aircraft and every aircraft built under that TCDS must be built the same way, no variations. Before anyone jumps at that statement yes new models can be made and the TCDS can be modified but only with FAA approval. An experimental has no TCDS to comply with hence the term "EXPERIMENTAL". Another use or misuse for term "CERTIFIED", is that all aircraft are "CERTIFIED" by someone (FAA employee, DAR, etc.) to be "AIRWORTHY" to fly and then can receive a registration. Further, "EXPERIMENTAL" is a licensing category in the FAR's not a certifying category or standard. It simply means the aircraft is "NOT BUILT TO A TCDS". I worked as a project engineer for a company recently that was doing a re-engine program and we had to change a factory built aircraft from "STANDARD" category to "EXPERIMENTAL" or "DEMONSTRATOR" depending on the situation. Why, because the new engine was NOT on the "TCDS". Doing flight testing we were "EXPERIMENTAL" and during Oshkosh and Sun n' Fun we were "DEMONSTRATOR". The difference, "EXPERIMENTAL", only required flight crew for testing and "DEMONSTRATOR" we could carry prospective buyers to fly and observe our modification. The company recently received a "SUPPLEMENTAL TYPE CERTIFICATE" for the modification. This means the all aircraft of that specific make and model with the new engine installed according to the "STC" can now be registered in "STANDARD" category as the original was. Sorry for the extra hot air. Maybe this helps some. John El Paso, TX In a message dated 6/10/2009 7:34:54 A.M. Mountain Daylight Time, ejans...@chipsnet.com writes: Mike, And, as long as you mentioned it, FAA regulations do not actually require any kind of instruments - flight or engine - for experimental category airplanes. However, builders would throw safety to the wind if they didn't. You would have a very difficult time finding an FAA (DAR or whomever) that would issue a Special Airworthiness Certificate to an experimental aircraft not having at least the basic instruments. For example, a compass is not required by the regs, but a DAR might require one before he issued a certificate. In such case, a compass from the aviation aisle of Walmart might get you by. Ed "Just a clarification for those suggesting that KR are not "certified" aircraft - KR aircraft ARE "certified" aircraft, just as Pipers, Cessnas, etc. are." Thanks for pointing that out Ed. I've been making the mistake of referring to the "other" aircraft as certifieds in various conversations, thus implying that Experimentals are not. It usually comes up in relation to conversations about what avionics & instruments can be installed . . . or not. Mike ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> RE:VW valve lapping
Fred, Absolutely great idea. makes the valves last longer. What type valves do you have? Stainless? John Melvin El Paso In a message dated 5/11/2009 4:06:26 P.M. Mountain Daylight Time, f...@renotruss.com writes: Can anyone tell me if it is a good idea to lap the valves to the seats on a VW? Fred Johnson Reno, NV ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Uncontrolled rolls?
I was flying a DC-3 on a cargo run from El Paso to Laredo to Monterrey, Mexico. About half way to Laredo I was between 2 T-Storms and 45 degree left and right banks and 45 degree nose up and down. Keeping it in a straight line wasn't as hard as keeping altitude. Nose down 45 power off and climbing 4000 fpm/nose up climb power and going down at 4000 fpm. Those things don't just happen in KR's. John in El Paso In a message dated 12/28/2008 4:08:14 P.M. Mountain Standard Time, markweg...@charter.net writes: I'm not sure I understand the reluctance for night flights. If you have the instrumentation to show that you are "straight and level", and you are in normal Night VFR and VMC, why wouldn't you be willing to fly at night. (I'm still learning, have patience). Mark W. N952MW (reserved) -Original Message- From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf Of Dan Heath Sent: Sunday, December 28, 2008 3:36 PM To: kr...@mylist.net Subject: KR> Uncontrolled rolls? I definitely concur with the no IFR or Night Flight, but "Uncontrolled rolls to 45 degrees"??? I have plenty of hours in a KR to have experienced that, and some in clouds ( don't tell anyone ), but, I have never experienced this and don't expect to. I find the KR a very well behaved airplane. See N64KR at http://KRBuilder.org - Then click on the pics See you at the 2009 - KR Gathering in Mt. Vernon, Ill There is a time for building and a time for FLYING and the time for Flying has begun. Daniel R. Heath - Lexington, SC The CFII's I've known who have owned KR2's were scared the first and last time they flew this short coupled plane in turbulent air. Uncontrolled rolls to 45 degrees in either direction are normal. Such will be the case in normal flight in cloud. Not exactly the time for a fun ride. ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html No virus found in this incoming message. Checked by AVG - http://www.avg.com Version: 8.0.176 / Virus Database: 270.10.0/1866 - Release Date: 12/27/2008 8:49 PM ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> STOL aircraft.
A couple examples of non high wing STOL, Grumman OV-1 Mohawk is mid wing and Socata Rallye is low wing but generally speaking most are highwing. In a message dated 11/18/2008 8:51:30 P.M. Mountain Standard Time, k...@arb.net writes: I call 600 ft take-off distance STOL, and that's what a Europa Motor Glider will do. -dave Mark wrote: > Well not all of them... Harrier anyone? > > -Original Message- > From: krnet-bounces+markwegmet=charter@mylist.net > [mailto:krnet-bounces+markwegmet=charter@mylist.net] On Behalf Of Darren > Crompton > Sent: Tuesday, November 18, 2008 6:00 PM > To: KRnet > Subject: KR> STOL aircraft. > > At the risk of asking a stupid or obvious question, why do STOL aircraft all > have high wings? > > Cheers. > -- > Darren Crompton > AUSTRALIA > > My web site: www.kr-2s.com > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please > see other KRnet info at http://www.krnet.org/info.html > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
