When I started my first KR2 back about 74, I called Ken and asked about the
square sides. He told me to go ahead and do it. He said he made the bottom
less wide than the top because he liked the looks of it.
Patrick Driscoll
Saint Paul, MN
patric...@usfamily.net
If you can read this, Thank a tea
Mike Taglieri wrote:
>>I know turbos on cars are used to increase performance, but I thought a
turbo on a plane is used only to maintain sea-level performance at higher
altitudes. If so, I don't see why they should cause any greater stress on
the engine than running at the same throttle down near
I know turbos on cars are used to increase performance, but I thought a
turbo on a plane is used only to maintain sea-level performance at higher
altitudes. If so, I don't see why they should cause any greater stress on
the engine than running at the same throttle down near the ground.
Mike Ta
At 08:59 PM 12/26/2010, you wrote:
>This article explains
>
>http://www.kr2seafury.com/resources/SA_1979_landing_gear.pdf
+
Thanks for the post. It was 15 to 20 degrees, not 25 degrees.
Larry Flesner
This article explains
http://www.kr2seafury.com/resources/SA_1979_landing_gear.pdf
> If I remember correctly,Tony Bingelis recommends the
> contact point
> for the main gear(on a conventional gear aircraft) as being
> at a 15
> to 25 degree angle forward of the aircraft C.G. in a level
>
>
At 06:20 PM 12/25/2010, you wrote:
>Whilst focussing on A/C 1 at the moment I need to plan what to do with #2.
>My instinct is to return the tail group to standard, deal with the c.g.
>issue and move the wheels forward . comments? Also, what is the best way
>to move the wheels ... should I cont
Wiring the instrument panel on my KR-2 is almost done. The panel is a Rand
factory unit with panel and forward deck as one single piece. The panel and
forward deck is screwed in place and
removable as need be for annual condition inspection and possible future
mods. The GPS antenna is mounted
Ken Jones wrote:
>>This may be true with wing tanks only, but if you have only a header tank,
forward CG limits the full fuel, light pilot and no baggage case while aft
CG limits the empty fuel, pilot, passenger and baggage case.<<
True. How quickly I forget that people are still doing header ta
It is nice to see someone else?s idea come to fruition. I have certainly
wrestled with the thought of, ?why not just build it square?. Personally, It is
of my opinion that the KR-2S would look a lot better this way. Somewhat of a
Glassair or even a RV-7 semblance.
Laminated longerons, great
Mark L. wrote: "Hopefully you already know this, but what really counts
is the CG with no
fuel and a light pilot to define the front of the range, and full fuel,
passengers, and baggage up to gross weight to define the aft limit."
This may be true with wing tanks only, but if you have only a
I checked out bobs photo's, seem,s he made a hard job harder. I didnt
worry about 'squaring the sides, just ensured the sides were equally spaced
and angle cut the 'bulkhead' members to give the correct shape (yes the top
longerons do 'banana slightly but why should that be a problem? The id
Vertical ( square corners ) side save a whole lot of building time.
Any work that has to be done on the cowling
because of the extra width at the bottom is a whole lot less than
double tapering ALL of the gusset blocks top
and bottom as well as the crosspieces. Your results may var
Good day all,
Been looking over Bob Johnson's photo page
(http://picasaweb.google.com/103552664644911775549/KR2SS#
) and have noticed that he has built his boat to be square at the
corners, vice angled top to bottom as the drawings indicate.
I'd be grateful if others who have built this way c
I concur, Jeffs way would be easier and better
Lee Van Dyke
Sent from my iPhone
On Dec 25, 2010, at 11:24 PM, "Jeff Scott"
wrote:
> When I rebuilt the tail on my KR to enlarge the stab and elevator, I
> built my elevator as two pieces and inserted each half in from the
> side, then sand
I have a complete Spring Bar and Gear for a stock KR-2 if you want
it. Maimi Fl.
You pay shipping only, Virgvirg...@bellsouth.net
On 12/25/2010 4:35 PM, david feiger wrote:
> Went up today to celebrate my birthday, Two days late because of snow and ice
> on my hanger ramp; fi
Straight down exhaust ports, Virg
On 12/26/2010 10:59 AM, Charles Smiith wrote:
> I've got 2 VW engines, one converted and one as out of the VW vehicle. I
> think the unconverted one is a type 4. Does anyone know how to identify a
> type 4 engine?
>
Charles Smith
<< Does anyone know how to identify a type 4 engine? >>
The easiest way is to look at the heads:
Type IV exhaust comes out the bottom of the head.
Tpye I exhaust comes out the front and rear of the head
Regards,
Bob Lee
N52BL KR2
Suwanee, GA USA
92% done only 67% to go!
I've got 2 VW engines, one converted and one as out of the VW vehicle. I think
the unconverted one is a type 4. Does anyone know how to identify a type 4
engine?
Joes Fuentes wrote:
>>Tell me, with a direct drive 2400cc VW motor, does a turbo have any effect
on HP at prop speed?<<
Sure it does. It stuffs more air (and therefore fuel) into the combustion
chamber and therefore delivers more power, regardless of rpm. A turbo can
boost hp by a substantial
Hi Jose,
Yes, a turbo is magical at creating torque! Oh ok, there is nothing magical
about it
Obvisously, there are many different ways to run a turbocharged engine. If we
are talking about normalization and/or very slight boost, a turbo'd engine will
provide more "output" that a non-tu
Thanks Mark,
Tell me, with a direct drive 2400cc VW motor, does a turbo have any effect
on HP at prop speed?
Joe
On Sat, Dec 25, 2010 at 9:59 PM, Mark Langford wrote:
> Jose Fuentes wrote:
>
> < at
> these smaller engines I was wondering about this article.
>
> http://groups.google.com/group/r
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