KR> KR1
Damn Steve that's one nice looking KR1. I have a set of plans from long ago but they're such a mess it never got moved to a front burner. I'll have to seriously consider doing it anyway. Tom --- On Tue, 11/9/10, I FLY KRs wrote: From: I FLY KRs Subject: RE: KR> What happened to the KR-100? To: "'KRnet'" List-Post: krnet@list.krnet.org Date: Tuesday, November 9, 2010, 8:52 AM Sorry folks. I went back to look. You have to click on http://flycorvair.com/hangar.html It is the 3rd pic from the bottom. Steve
KR> KR-2 project for sale - reskinning
What would be a good procedure for removing existing fuselage skin and leave surfaces good for applying new skin? > The Bad - > > 2. The builder did really nice work on the spruce. Something was lost > in translation on the fuselage skin and it was not installed correctly. It > should be removed and new skin installed. ... > >
KR> composite kr, Very sorry - meant to be private mail
...
KR> Composite KR
Hi Charles, Morphing a Dragonfly toward a KR2 is also what I have in mind.I haven't decided on a header tank but I would have hollow wings with fuel-tanks in the inboard leading edge. The LongEz and Cozy have fuel-tanks in the strakes and use a different foam in that area which doesn't behave badly when exposed to leaking aviation fuels. In addition to Dragonfly plans, I have plans for both these canard aircraft too and followed their mail-lists for years but decided they're not for me. I also have the foams and fiberglass for a Cozy which I would utilize. I suspect there are others out there with the same inclination. Tom --- On Mon, 10/25/10, Charles Smith wrote: From: Charles Smith Subject: KR> Outboard fuel tanks To: kr...@mylist.net List-Post: krnet@list.krnet.org Date: Monday, October 25, 2010, 12:42 PM Watching this discussion of fuel tanks closely. I have built a Dragonfly (hasn't flown yet) and found the construction technique to be fast and easy (you have to be fast when applying epoxy). However, I want to start over with a conventional design that fits the requirements of E-LSA. I would like to use the same construction techniques used in the D-fly but do not know what the parameters or results of putting a hollow space inside of a foam core wing would be but think it might be doable as wing tip tanks, just hollow out the outermost 'x' inches of wing and use it as the tank, the least stress place in the wing. I am looking at the KR design as the basis for this plane and soaking up any ideas I can run across to help me out. Perhaps external tip tanks a la T33? I am aware that foam dissolves in gasoline.. ___ 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> Flying last-night with the full-moon
I went up last night to take log some full-moon time. I haven't done night flying in many years and can't remember ever flying with a full-moon (in a civilian aircraft). I tried a couple nights ago but between the time I started my preflight and was ready to climb in for the start the weather went from beautiful moon-light skies to overcast. And I'm not slow! Last night was perfect. Skies mostly clear and light and variable surface winds. At around 10pm on this Saturday evening the radio traffic on tower frequency was very light.My airport destination on the eastern plains of Colorado was approx 55 N.miles at 101 degrees Mag Heading. It was very smooth and found I had a 20mph tailwind at about 2000agl. The skies seemed to belong to me with almost no air traffic to be seen. It seemed there was plenty of highway traffic far off into the distance. I had the desire to keep flying far into the night and would've if I could only tune into AM radio to keep me company. Nearing my destination I keyed 122.9 a few times and the runway lights illuminated. Coming overhead I could see the nearby Wendy's - convenience store and trinket shop complex was already closed but there was another convience store - gas station open across the street. Descending into the pattern I could see my moonshine shadow on the empty fields below. I greased the landing, as usual, but at the ramp I could find no tiedown ropes or chains whatsoever! I taxied around in circles looking but found none. With the lack of surface winds and apparent stable weather I decided I could chance it without tying-down. I parked next to the the only other aircraft on the ramp which was chained down. HIs windscreen was covered with dew and I wondered if that would happen to my little bird. It was approaching midnight. I walked that 1/2mile in the cold darkness to the convenience store, bought goodies and coffee and headed back. As I walked along the road some country-guy stopped to offer me a ride in his pickup truck but I told him "I'm just going over to the airport", pointing. I climbed aboard, settled things in, fired it up and continued. I could kiss my motor as it runs so nicely. Taxiing toward a place for runup I passed a tiedown spot with chains. Curse. I was concerned about having enough runway to get off so on the roll I gave it 10 degrees of flaps as the book suggests. My cup of coffee was parked between my legs. My plane (bluebird) floated off nicely and climbed out over the dark treeless countryside. Turning left toward home I passed a truck-packed truck-stop after a mile. I broke out the sandwich and enjoyed the ride and view, steering with my rudder pedals. I kept it a lower altitude to avoid the winds aloft. I practiced some instrument flying and may as well have been in a simulator as it was so smooth. I passed by some car with headlights on in the middle of a large field and wondered what was going on there. Fast-forward, arrived at my destination, squeeked it on again made the first turnoff onto the ramp and my nearby parking spot. The tower didn't even bother to say 'taxi to parking this frequency'. I forgot to say 'goodnight tower' but maybe that would've made them sleepy. I'll go somewhere else next time the moon comes around.
KR> KR2 World Tour II
The KR2 involved in the 2002 UK - Australia trip is being prepared for a 2 year flight around the globe starting in May 2011. http://www.youtube.com/watch?v=1-t6DJ9HX7g&feature=related
KR> GPS Verification
" Take the difference between these GPS groundspeeds to get your windspeed." Correction " Take the difference between these GPS groundspeeds and your IAS to get your (close approx) windspeed." --- On Mon, 9/27/10, ttcse/Tom wrote: From: ttcse/Tom Subject: Re: KR> GPS Verification To: "KRnet" List-Post: krnet@list.krnet.org Date: Monday, September 27, 2010, 10:37 AM --- On Mon, 9/27/10, Mark Langford wrote: From: Mark Langford Subject: Re: KR> GPS Verification To: "KRnet" List-Post: krnet@list.krnet.org Date: Monday, September 27, 2010, 8:33 AM Todd Thelin > Can someone walk me through how to get accurate wind > information at 7500' with only a GPS? > This doesn't answer your question, exactly, but if you're looking for your > true airspeed, one way is to go to http://www.csgnetwork.com/tasgpscalc.html > with your headings (90 degrees apart) and GPS speeds, and fill in the > blanks. ..." > Mark Langford > n5...@hiwaay.net > website www.n56ml.com A very simple approach to both of these...(winds aloft and TAS via GPS)... Fly a nice 360 or 720 at a constant airspeed and rate of turn, say Standard Rate or 1/2 Standard Rate. On a downwind heading you'll get the highest GPS groundspeed, on a upwind heading you'll get the lowest GPS groundspeed (factor in about 1 second GPS thinking time delay) Note these groundspeeds. Average these two to get your TAS. Take the difference between these GPS groundspeeds to get your windspeed. I figured this out long ago with my early Trimble when flying skydivers. Tom
KR> GPS Verification
--- On Mon, 9/27/10, Mark Langford wrote: From: Mark Langford Subject: Re: KR> GPS Verification To: "KRnet" List-Post: krnet@list.krnet.org Date: Monday, September 27, 2010, 8:33 AM Todd Thelin > Can someone walk me through how to get accurate wind > information at 7500' with only a GPS? > This doesn't answer your question, exactly, but if you're looking for your > true airspeed, one way is to go to http://www.csgnetwork.com/tasgpscalc.html > with your headings (90 degrees apart) and GPS speeds, and fill in the > blanks. ..." > Mark Langford > n5...@hiwaay.net > website www.n56ml.com A very simple approach to both of these...(winds aloft and TAS via GPS)... Fly a nice 360 or 720 at a constant airspeed and rate of turn, say Standard Rate or 1/2 Standard Rate. On a downwind heading you'll get the highest GPS groundspeed, on a upwind heading you'll get the lowest GPS groundspeed (factor in about 1 second GPS thinking time delay) Note these groundspeeds. Average these two to get your TAS. Take the difference between these GPS groundspeeds to get your windspeed. I figured this out long ago with my early Trimble when flying skydivers. Tom
KR> KR2 crash, June 23rd, Richfield Utah
While de-hoarding in my storage unit today I saw an old stack of printed KR crash reports. (I always found flight and crash reports interesting) I was just now google-ing for more and saw this recent one, I don't recall hearing of it on the list ... http://www.velozia.com/?p=4601 Tom
KR> KR (half) World Tour
Some of you are aware, some are not. In 2001 into 2002 a Jabaru-powered KR2 made an interesting 10-month trip from England to Australia, crossing parts of Europe to Italy, Turkey, Jordan, Syria, Saudi Arabia?, Iran, Pakistan, India, Thailand, Myamar, Indonesia, across Australia to the southeast bit. Crewed by Collin Hayes and Nadine Brauns and a cargo manifest of tent and sleeping gear, clothing etc, and parachutes. They have a website that was out of action recently but now I see it's back. It details their very interesting adventure and I have read and enjoyed every bit of it. If it were on paper I would want a copy on my shelf. Its been about a year since I've read the nail-biting story which always kept me on the edge of my seat but as I recall the story includes events such as: - scrounging up fuel from various odd places, - hiring and riding with someone to drive a round trip, for hours over rugged remote country to pre-position fuel in a place where none was available, - always haggling over fees, - warnings from locals about their lack of safety in Pakistan, - getting caught up in local festivals where at least one involves throwing colored water on anyone not already covered by colored water, - a volcano. I highly recommend it http://www.kr2flight.be/index.asp Tom
KR> Oshkosh Weather
I've been reading that it'll be wet and soggy this year.
KR> Dihedral
Mark wrote: "Actually, the dihedral isn't measured from the bottom of the spar, generally speaking. It's more of a centerline angle thing," That's what I was thinking too, it's based on the 'spar-centerline'. Also I believe another way to determine that value is to take the average of: "top of the spar dihederal" and "bottom of the spar dihederal". For example if your (not really that smart) Smart-Level gave numbers like Gunars below and you averaged them... ( Dihedral at top of wing: 2.21 deg..plusDihedral at bottom of wing: 3.64 deg.) / 2 = 2.925 deg. Compares well with "Dihedral at wing center: 2.93 deg." Tom --- On Wed, 6/30/10, Gunnar Olsen wrote: From: Gunnar Olsen Subject: Re: KR> Dihedral To: "KRnet" List-Post: krnet@list.krnet.org Date: Wednesday, June 30, 2010, 5:24 AM KR2 standard wing with RAF48 airfoil. Dihedral at bottom of wing: 3.64 deg. Dihedral at wing chord: 3.05 deg. Dihedral at wing center: 2.93 deg. Dihedral at top of wing: 2.21 deg. ;o) Gunnar \
KR> Firewall Stainless and Insulation
Seems the tendency to deform might depend on the difference in thickness between compressed fiberfrax to the cut-out area without fiberfrax. I've never seen the stuff so I wouldn't know. If it's much perhaps substitute the cut-out with a thin washer of the cut-out size? --- On Sun, 6/27/10, Dan Heath wrote: From: Dan Heath Subject: RE: KR> Firewall Stainless and Insulation To: "'KRnet'" List-Post: krnet@list.krnet.org Date: Sunday, June 27, 2010, 11:43 AM I imagine that the stainless would be terribly deformed.
KR> Firewall Stainless and Insulation
Dan, Let me share this chatter and general concensus from another composite homebuilt community. (I can't recall which one anymore ;) Just sharing what I read and I'm not smart enough to comment on it myself. One poster " I have thought about the use of SS for firewall protection and this seems to be a good idea because the SS effectively stops flame penetration. The one major drawback of SS is weight. There is a product called 'Stainless tool foil wrap' It is used to wrap steel parts for furnace heat steel part treatment to exclude air. It is .002 thick and comes in 2' by 50' rolls. This material can stand up to 2100 degrees F (Type 309 or 1800 degrees F (Type 321). 20" x 50' $155 or $115. If a fiber fax and thin aluminum sheet (Maybe aluminum in front of the SS). is used as backup it could be a lighter less costly solution. One roll of this material would make at least twenty firewalls. This product would stop the flame pentration and would save about 5 lbs in weight over the .018 thick stuff. (A aluminum sheet backing would still be needed however.) The SS could be sandwiched between the alumium and fiberfax or it could be glued to the face of the aluminum." Regarding insulation... They had at least one actual nail-biting engine fire where the followng was tested. The fire burnt thru where the RTV wasn't. - For insulation it's: fiberfrax - For insulation-firewall adhesive it's: "High-temp red RTV silicone from the auto-parts store. The stuff, itself is very resistant to flames and heat." Specific comments include... - "Do not waste your money on the special adhesive they sell for the fiberfrax. It is useless(as an adhesive and fire suppressor). Red silicone is much better." - "RTV is much more expensive than the adhesive provided with fiberfrax" - "You will need 3or4 tubes to put the fiberfax on the firewall." - "trowling that stuff on for 100% coverage to bond the fiberfrax on and then to bond a stainless firewall to that. Aluminum is pretty much useless there, decorative at best." Another poster "- Cut to shape the fiberfax for the firewall, - Cut circles out of the fiberfax approximating the engine mount washers about 1/4" in diameter larger, - Apply the silicone, then the fiberfax, then the SS firewall material. - Now use a bolt the size you would use for the engine mount. - Put a washer the same size as the one used in manufacturing the mount (foot) (that goes to the firewall) on the bolt. - Stick the bolt through the stainless steel through the firewall hole , washer the inside, nut it and draw it down tightly. - Do that for each of the 4 mounting holes for the engine mount. - Let the silicone harden. - What this will do is to compress the stainless steel, under the engine mount feet, directly on the firewall with no fiberfax underneath it and bevel (to none) the stainless steel from the thickness of the fiberfax, underneath it. - You will then have a good contact surface between the engine mount and the firewall, (throgh the stainless steel, rather than having a compressible material (fiberfax) between the mount feet and the firewall, which may possibly continue to compress and possibly cause future looseness. - Remove the bolts and bolt on your engine mount." Tom --- On Sun, 6/27/10, Dan Heath wrote: From: Dan Heath Subject: KR> Firewall Stainless To: "'KRnet'" List-Post: krnet@list.krnet.org Date: Sunday, June 27, 2010, 8:13 AM
KR> Wanted: KR flight reports
It sure is nice to read about adventures in KR. Wish we could see them more regularily. No such thing as a mundane story. Tom
KR> Elt, 406, APRS, etc
The important other half of any emergency-locating system is what the emergency responders use to detect a crash and universally use in their vehicles to find the potential survivors in a very timely manner.For the pilot, having a system which helps finding your remains if you don't survive is not really important to you. Correction, isn't important to me. It appears the APRS relies on family-friends to be informed of each flight and to keep a time watch for you and/or eye on the internet url as you go along. This includes those multi-legs out of the local area. If you have an 'outlanding' they then are the cog in the wheel that notify emergency authorities and relay the url. Seems most of us can't expect family-friends to sit and monitor each flight on their pc. They usually have places to go and things to do. Waiting for them to get their hairs up when you aren't home for supper and check their pc is better than nothing but not the ultimate. If you're hurting out there, there can be more of a delay for help than you might assume. I personally don't have anyone I can regularly sit and monitor each of my flights. I need to be tapped into a system which alerts the emergency responders in the quickest manner that I have gone down along and provide the most precise location info. That would be the system contrived by the authorities which involve listeners on satellites, locator equipment in responders vehicles and teams of people sitting around monitoring the system. I've still got the orange frequency box in my aircraft but when I can afford it my money is going with the 406 system. (Just in case anyone is tallying) Tom --- On Sat, 2/20/10, Dana Overall wrote: From: Dana Overall Subject: RE: KR> APRS To: kr...@mylist.net List-Post: krnet@list.krnet.org Date: Saturday, February 20, 2010, 4:49 AM This system has been used by the RV crowd for probably the last two years. There are very, very, very few places where the transmitted packets are not picked up. This, to me, along with the required ELT is the only way to go for several reasons, piece of mind for your family as you flew cross country, rescue and recovery along with it's just plain fun. The units can be home built or now, there are several companies who have plug and play portable units. Dana Overall 1999 & 2000 National KR Gathering host Richmond, KY i39 http://rvflying.tripod.com/blackmagic.jpg http://www.youtube.com/watch?v=MMi05-WU2D0#GU5U2spHI_4 http://rvflying.tripod.com do not archive > From: n5...@hiwaay.net > > Sam Buchanon wrote a Kitplanes article on this 2-3 years ago. The web > version of that is at http://fly.hiwaay.net/~sbuc/journal/tracker.htm . > > Mark Langford > N56ML "at" hiwaay.net > website at http://www.N56ML.com > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html _ Hotmail: Trusted email with Microsoft?s powerful SPAM protection. http://clk.atdmt.com/GBL/go/201469226/direct/01/ ___ 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> Let's get back to building and flying KRs!
Thank you Mark ! --- On Wed, 2/17/10, Mark Langford wrote: From: Mark Langford Subject: KR> Let's get back to building and flying KRs! To: "KRnet" List-Post: krnet@list.krnet.org Date: Wednesday, February 17, 2010, 5:45 AM Let's not forget that KRnet is a forum for building and flying KRs. When we deviate too far from that and start ranting on other issues, people start unsubscribing because they came here to learn about KRs. It might be a good time to mention the KRnet list rules, which are listed at http://www.krnet.org:80/info.html which many of you apparently haven't read yet... Mark Langford n5...@hiwaay.net website www.n56ml.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> another vid inside the cockpit
Thank you Phil for sharing that. It definitely scoots along faster than my current set of wings. --- On Sat, 2/13/10, phil brookman wrote: From: phil brookman Subject: KR> another vid inside the cockpit To: "KRnet" List-Post: krnet@list.krnet.org Date: Saturday, February 13, 2010, 11:58 AM http://www.youtube.com/watch?v=IsHGH8x4Hyg another vid --just to keep us interested in this long winter phill From: Jeff York To: kr...@mylist.net Sent: Sat, February 13, 2010 6:44:21 PM Subject: KR> Good News, Great News, "OK its not open Friday" I just wanted to pass along some great news and thank yous to those of you who have been so encouraging. As some of you may know, I have had my KR2 for sale and the reason for the sale was due to the unfortunate demise of my marriage a few years ago, and the loss of my job several months ago. However, I did not want to sell my KR. I had lots of interests in my plane. lots of tire kickers but when it came right down to it, most probably just didn't have the funds to buy it. Last Monday, a trade deal involving a project plus cash came to me for a partial trade of a Dragonfly plus cash to buy my KR2. This came at a time when my personal funds have gotten to the point of being almost desperate to make some sort of deal. Well, as it turns out, the deal was just not something I could do. I just could not give my plane away in trade for something of such questionable construction quality and unknowns. Then this week, I received an offer of employment. A great offer. OK, so why am I writing this email to the KR group? Well, first I want to say thank you to all of you here who personally encouraged me to tread on. Those of you who shared with me that you had been in my dilemma before and that I could make it. I also wanted to encourage others who may be building or in other phases to let them know to tread on and that this group will help you with technical help as well as awesome encouragement. So, I am re-inspired. I am ready to get past the last four years of challenges caused by personal struggles. Its time to get that plane back in the air and enjoy life. and with a little more luck, Gods help and this forum, I will continue to be a proud member of the KR group. So, its time to get my hanger queen back in order and make it to the next KR gathering and this time by way of KR. thanks guys ___ 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> today's flight
Holy stuff Mark! Nice photography. Especially thru a canopy. Very impressive. I've spent a little time in Alabama so I really enjoy seeing those views. On appears to be on the route to the caverns in North Alabama. I've always had a problem flying alone, drove me crazy because I wanted to share the experience. It was what pushed me to finish off as a student pilot years ago. But I've been doing some aerial photography and find that it helps a great deal. I do enjoy the photos. Tom --- On Tue, 2/2/10, Mark Langford wrote: From: Mark Langford Subject: KR> today's flight To: "KRnet" Cc: "Corvair engines for homebuilt aircraft" List-Post: krnet@list.krnet.org Date: Tuesday, February 2, 2010, 5:52 PM I flew a little today, and it was a real hoot. See the top two pictures at http://home.hiwaay.net/~langford/sunsets/ Mark Langford N56ML "at" hiwaay.net website at http://www.N56ML.com ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> KR-2 Plans
Darn, if only the your plans were KR-2S. I'm looking to get an unappreciated set of that. --- On Mon, 2/1/10, Johnny Cradduck wrote: From: Johnny Cradduck Subject: KR> KR-2 Plans To: "KR" List-Post: krnet@list.krnet.org Date: Monday, February 1, 2010, 7:45 PM Several years ago I bought a partial KR-2 kit and never found the time to build. I still have the unused plans for KR-2, not KR-2S. I am too old for that kind of airplane now. Need to get the plans to someone who can use them. I would sell the plans for $60 including Priority Mail. Anybody interested?
KR> KR2 For sale Barnstormers
I saw no comments regarding the condition of the motor or if it has flown regularly, recently. Seems it would be a bit risky to expect to scramble across the country, give your new purchase a quick checkout, and then fly back across the country. Seems prudent to think of a trailer and better motor evaluation back at your ranch. You wouldn't want the motor to poop out on you over some parts of Arizona / New Mexico. Tom --- On Wed, 1/6/10, b...@wheelerexpress.com wrote: From: b...@wheelerexpress.com Subject: Re: KR> KR2 For sale Barnstormers To: "KRnet" List-Post: krnet@list.krnet.org Date: Wednesday, January 6, 2010, 4:58 AM Hi Lee, I had a few questions about the KR2, I'll just toss them out in no particular order. First is do you have any more pictures? I couldn't make out a tail number, has it been de-registered or still have a number? Does it have a header tank for fuel, or are the tanks in the wings? Is it stock width/length, or a 2S? How quickly would it need to be removed from Mesa, is there hanger space available there, etc? I'm in Chicagoland, and finding a decent day or two to make the trip back can be tricky this time of year, so it might be necessary to leave it in Mesa for a few more months if that's possible. I'm assuming it's airworthy enough to handle a short 1500 mile cross country. On that note, have you flown or are familar enough with the plane to comment on that? Bearing in mind of course that it is a homebuilt, buyer beware, all that jazz. Thanks, Bob > > -- > > RAND KR2 TRI GEAR . $10,900 . FOR SALE . Rand KR2 Tri Gear, 2100 > Revmaster, full VFR night, 127 total hours. Recently repainted. New > canopy, (Todds). hydralic brakes. This plane was built in the late > 80's and has dated interior. The plane was refurbished by another KR > pilot. The plane needs a little TLC on the inside. Exterior is a > solid 8 1/2. for photos and a brief history of this plane call Lee > Van Dyke @ 480-694-8846 or email @ lee1@vandyke5 . Contact Lee L. > Van Dyke, Friend of Owner - located Mesa, AZ USA . Telephone: > 4806948846 . . Posted January 5, 2010 > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ___ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
KR> Aeropoxy
Hi John, Let Me try it. Let me try it. I've been a member of composite airplane forums for years and have hundreds of dollar$ of Aeropoxy in a storage unit. At least one contributing member of those forums has substantial work in the epoxy manufacturing and evaluating field. If low temps are the only issue, it is not ruined. It's just waiting for appropriate temps to finish curing. It doesn't spoil. Low temperature will slow and/or stop the curing process until the temp warms up to around 100 + something degrees. Once the temps hit those temperatures it'll finish curing and developing it's max strength. (To exotherm is not normally a good thing. You get this from an excessive quantity of mixed goo and the stuff can actually get hot enough to self-ignite.) Always a possibility is to wonder if you mixed the ratio backwards. Rather than x-amount of resin and y-amount of hardner, you did y-amount of resin and x-amount of hardner. While Rutan taught composite guys to mix for at least 3 minutes, scraping the sides and bottoms of the cup and all, I'm aware of many guys who mixed for much less than Rutan recommendations and flew their airplanes for years. I'd say, get your temps up and see what develops. Tom --- On Thu, 12/17/09, jg7...@mindspring.com wrote: From: jg7...@mindspring.com Subject: KR> Aeropoxy To: "KRnet" List-Post: krnet@list.krnet.org Date: Thursday, December 17, 2009, 7:23 AM I have a question that I hope has an easy answer guys. I put a layer of glass on my starboard elevator 2 days ago. That night we had a power failure and the temp dropped to around 64 degrees F, now 2 days later the resin is still tacky in places. Have I just ruined the lay up? I used Aeropoxy PR2032 with PH3660 hardener. John Godwin jg7...@mindspring.com EarthLink Revolves Around You. ___ 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> compression check, service ceiling
17,000' is impressive. I wonder if it's the very first time a corvair motor has ever operated at that altitude. "I decided to go all the way to 17,000' and get a climb rate number (and yes, I did have oxygen). For the last 500' (16,500 to 17,000), the average was 230 ft/min, so the service ceiling (which is defined as the highest altitude at which 100 ft/min climb rate can be maintained) is considerably higher than 17,000'. "
KR> I'm home
That's good to hear Dan. --- On Thu, 11/26/09, Myron (Dan) Freeman wrote: From: Myron (Dan) Freeman Subject: KR> I'm home To: "KRnet" List-Post: krnet@list.krnet.org Date: Thursday, November 26, 2009, 6:06 AM Hi guys and girls; I'm home for good now. I got to sleep in my own bed last night and I can pick and choose my own food for a change. I still cannot walk on my left foot yet but give me a month and that might change as soon as the doctor gives me the OK. I'm working on a new project on the KR tail dragger and will share the results if all goes well. I hope it will be of benefit to all. Regards, Myron (Dan) Freeman Indpls, Ind. 46203-3570 Home of the Indy 500, the World's most famous auto race. mfreem...@indy.rr.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> wing design question
If I may... --- Fred: "(if) a barn door no taper wing doesn't require washout," Old Piper Hershey-bar wings I've looked at have washout. Which ones are you referring to that don't 'need' washout? Washout is one strategy to helping the root stall before the tip. Hershey-bars aren't immune from this need. --- Fred: "(what would a no taper wing need if it just changes thickness from root to tip but not chord?" It's long been my understanding, an alternative to washout for almost any (general aviation, Hershey-bar or tapered) wing would be to have the chord/thickness ratio become 'fatter' as you near the tip, not thinner. This allows the tip to keep flying while the root stalls. Seems I first heard about this approach from the BD-5, which had a tapered wing. (I could sure go for a Hershey-bar now) Tom
KR> Progress Update
Hi Paul, I like your cowl. Is it photography distortion making your prop spinner appear to reflect downthrust? Regards Tom --- On Tue, 11/17/09, Paul & Karen Smith wrote: From: Paul & Karen Smith Subject: KR> Progress Update To: kr...@mylist.net List-Post: krnet@list.krnet.org Date: Tuesday, November 17, 2009, 11:22 AM Hey guys, check out the latest in my blog @ http://kr2spacemodulator.blogspot.com/ Cheers, Paul Smith Brisbane, AUSTRALIA pk.sm...@bigpond.net.au ___ 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> Progress Update
Hi Paul, I like your cowl. Is it photography distortion making your prop spinner appear to reflect downthrust? Regards Tom --- On Tue, 11/17/09, Paul & Karen Smith wrote: From: Paul & Karen Smith Subject: KR> Progress Update To: kr...@mylist.net List-Post: krnet@list.krnet.org Date: Tuesday, November 17, 2009, 11:22 AM Hey guys, check out the latest in my blog @ http://kr2spacemodulator.blogspot.com/ Cheers, Paul Smith Brisbane, AUSTRALIA pk.sm...@bigpond.net.au ___ 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> Harness attachments.
Hi guys, I too have always really liked Alan's KR styling. I'm sure I have a copy of every copyright-free image to be found on the net. If you're going to have retracts, I can see that having a crushable foam block below the fanny would be a very good move to take some of the cushioning which landing gear would've provided in a belly-plop. Just chatter but marginally related, I used to ride around in ejection seats (not reclined) where flights typically lasted 7-9 hours. I didn't find them particularly uncomfortable but we were warned not to add foam-cushion below our fanny for a better ride. The reason being that during an ejection, the seat would build up substantially more velocity before it adequately pressed against our fannies and we were at greater risk of injury. Back to abrupt stops from forward movement, for those who might wish for something less than an entirely fail-proof harness attachment, one alternative that comes to mind is having multiple attachments per harness ending, in serial. Then have just a little extra belt available between these multiple attachments, say 2". That way you could get a stepped stopping action if they failed in sequence and perhaps the final attachments designed to not fail. Of course you wouldn't want the second pair of attachments to be effected by structure failure for the first set. Regards, Tom --- On Tue, 11/10/09, Mac McConnell-Wood wrote: From: Mac McConnell-Wood Subject: KR> Harness attachments. To: "KR Digest" List-Post: krnet@list.krnet.org Date: Tuesday, November 10, 2009, 1:52 AM I also remember seeing Alan's KR just after his "unplanned" landing and noted that his landing configuration was more in the vertical mode, so his tail attached harness restraint would not be stressed laterally? She looks terrific,Alan -what type of canopy opening? Regards, Mac G-BVZJ _
KR> Harness attach failure, Not necessarily bad
Hello Guys, I want to suggest it may be VERY GOOD that the harness attach in Bob's KR took only part of the pilot's momentum and then failed. Bob and his test pilot may want to be extremely happy over it. You might recall how NASCAR driver Dale Erndhart was killed. His car hit the wall at a rather low speed, his torso was firmly restrained but his head was not. It was a fatality. Per the wiki on Dale: "ARCA race car driver Blaise Alexander died in a race car crash suffering from the same life-ending injuries as Dale Earndhardt." Just a few years ago, after Dales crash, I read about an RV-taildragger emergency landing which included a photo. In the photo, the RV was resting on it's mains and the nose. It appeared undamaged except for the displaced motor cowling it was resting on. Everything else looked undamaged. Both occupants were killed. How could that be? My guess was that it 'tripped' on something, nosed over and came to an abrupt stop and subsequently the occupants experienced what Dale did. Of course I don't have access to a coroners report. Crashes and survivability are complex. Crush zones, mass, momentum, travel path, angular velocities, surface items hit, etc. It would be quite a challenge to engineer and calibrate the perfect forgiving harness but I feel some 'give' would be good in most cases, face injuries aside. Just something to consider before beefing up that attachment. By the way, I notice in Jacks webpage of Gene Byrd's crash that "His lap belt attached to the rear spar broke free from the spar". Regards Tom
