to post well here.
As for why I wasn't always deleting the rest of the thread the answer
should be clear, right here:
http://www.practicalalchemy.org/~nerobro/public/Pictures/Airplanes/Wherestheemailchain.jpg
I didn't see it, otherwise I would have removed it. It's something I
do regularly.
I don't
Good Deal,
I'll work on it tonight.
-Nero
On Thu, Sep 8, 2016 at 3:45 PM, Dj Merrill via KRnet
wrote:
>
> I'm happy to proofread and offer feedback if you want to tackle it.
>
> -Dj
>
Writing documentation like that is something I do, on a daily basis.
That's why I offered to do it.
On Thu, Sep 8, 2016 at 3:28 PM, Dj Merrill via KRnet
wrote:
Mark's not seeing that "what he finds easy" isn't always easy for
others. Like in my last reply, I'll note that to EVEN HAVE THE OPTION
to trim this reply, I needed to click an additional button to show me
the quoted text.
I've noticed, that in general, people building airplanes aren't the
most
Google doesn't even show me the quoted replies. This could very well
be a "your client problem." Or maybe "the big client doesn't make
life easy for your client".
Yes, trimming replies is proper. But, at least for me, on gmail, that
requires me "going and finding" the quoted replies.
Also
Mark,
Anger isn't going to help. People tune out when they start to see flames.
-Nero
On Thu, Sep 8, 2016 at 12:46 PM, Mark Langford via KRnet
wrote:
> As Paul requested from the beginning, please respond to his request
> OFF-NET! That means, "DON'T SEND YOUR REPLY TO 800 PEOPLE! He also
>
Keep in mind the source.
But if you've got a sound airframe, with a slow stall speed, sticking
with the plane is the best idea. You're probally better off saving
the 20lbs, and stalling slower.
If you've got a sound airframe, but a high stall speed, sticking with
the plane is asking to run
I think I like the idea of an electric vacuum pump. It's easy to have a
backup, and keeps working even when the engine doesn't.
On Mon, Jan 25, 2016 at 10:41 AM, Dave Acklam via KRnet <
krnet at list.krnet.org> wrote:
> Use 12v vac pump??
>
> Manifold pressure isn't a constant enough source
<--- not a pilot...Yet...
Manifold vacuum isn't something I'd depend on. As engine load goes up,
manifold vacuum goes down. I'd worry about instruments getting good vacuum
on climbout. If the engine cuts out, your manifold vacuum will drop as
well (even if the prop windmills). Using
Does anyone else want to see two of the polish turbines from the sub sonex
on a kr?
On Nov 3, 2015 17:31, "Adam Tippin via KRnet" wrote:
> jet engine
>
> > On Nov 2, 2015, at 4:43 PM, Chris Prata via KRnet
> wrote:
> >
> > are we talking jet engine, or turboprop (original remarks)?
>
>
>
I don't think that's a fair way of delineating between the kinds of jet
engines. Multi shaft turbines are common in all types of turbine
installations.
Turbofans are always at least dual, and sometimes three spindle engines.
Though in at least two cases, the "fan" part, isn't coaxial with the
I'd love a copy too.
On Mon, Oct 26, 2015 at 12:33 AM, Mike T via KRnet
wrote:
> This is a very good find. In case anyone doesn't know this, all of the
> back issues of Kitplanes prior to February, 2008, were destroyed in a fire.
> This, of course, includes virtually all of their articles on
Arduino is a development environment, and a breakout board for
micro-controllers. Most Arduino compatible boards use AVR
microcontrollers. but there are ports of the development enviroment that
work with PIC and MSP430 microcontrollers.
..I mention this, because it makes things really confusing
That's called a stress riser. That's not a material problem, that's a
design problem.the same problem happens with like materials, or even the
same piece of material.
On Sep 27, 2015 3:17 PM, "Jeff Scott via KRnet"
wrote:
>
>
>
> >
> > > has anyone combined fiberglass with carbon fiber
> > >in
It's very common to use fiberglass as filler material between skins of
carbon.
On Sep 25, 2015 8:33 PM, "T. W. Norman via KRnet"
wrote:
>
>
> Good evening,
>
>
>
> I managed to get started on a good chunk of smaller projects to finish the
> larger picture.
>
>
>
> But I do have one question, has
Or inflate two balloons to the same size, and use one as a control.
Perhaps more than just two. Calculating the rest would be...difficult.
On Sep 22, 2015 9:18 PM, "Chris Prata via KRnet"
wrote:
> Keep it simple. As long as you factor in the permeability of balloon
> latex. You'd have to
I thought the limit on the WAF was the crush strength of the wood as
opposed to the strength of the bolts?
On Mon, Aug 31, 2015 at 2:22 PM, Virgil N.Salisbury via KRnet <
krnet at list.krnet.org> wrote:
>
> There is information some where as to the torque for each size
> bolt and thread
Watch out we've got a live one here.
On Aug 1, 2015 2:18 PM, "brian.kraut--- via KRnet"
wrote:
> Being a glider pilot I have made several hundred dead stick landings so
> I laugh at 27.
>
>
> Original Message
> Subject: Re: KR> BRS vs Bean Field
> From: Chris Prata via KRnet
>
I"m glad your safe! Good luck, and I hope you find time to repair the
airframe.
On Fri, Jul 24, 2015 at 10:56 PM, John Bouyea via KRnet <
krnet at list.krnet.org> wrote:
> Mark,
> Congratulations on a safe outcome. Another trip through the tulles and
> you've made another great choice in where
That was me. (Nerobro)
"Why don't I think [valve cooling] works out in favor of larger valves."
I was on my phone at the time, and didn't have time to do any real math. I
could be wrong. But it was my hunch. I'm happy to be wrong in public
though, so lets see here. Assuming sim
Bigger valves also have more area to absorb heat. I don't think that works
out on favor of larger valves. Also stem area remains the same. That works
out in favor of smaller valves. You can also take care in grinding seats to
increase heat transfer area.
On Jul 4, 2015 6:04 PM, "Mike Stirewalt via
Carbon is way at the other end of the galvanic scale. You'll get corrosion
if you use carbon fair leads and they will emit black dust in your interior.
On Jul 1, 2015 2:06 PM, "Jeff Scott via KRnet" wrote:
> Yes. Nylon, nylaflo, or poly flow tubing works great for this as they are
>
They do break down on car and bike leads. Most people just don't care
enough, or operate the engine in ways that they'd pinpoint the problem to
being degrading insulation on spark plug leads.
On Mon, Jun 15, 2015 at 2:11 PM, Patrick Driscoll via KRnet <
krnet at list.krnet.org> wrote:
> Mike S.
I suppose I should pipe up too. I do web hosting professionally. Don't ask
me to design anything, but I can definitely find and fix stuff.
The renamed directory is likely, as its a broken sym-link.
Do we still have access to the hosting account?
On Jun 11, 2015 7:59 PM, "Chris Prata via KRnet"
I'm about to make an argument for stops at the surface only. I think I've
got a good argument here.
I've had wire cables fail two ways for me. One way, is where the
crimp/soldered end/etc tears off the end of the cable. I think I've had
that happen three or four times over my lifetime. The
I wonder if going for "more stiff" is always a good idea. In the case of a
KR, where your spars are wood, going with a more stiff skin, will make more
of the load be carried by the skin, and might cause some stress issues
where that skin ends. For instance the wing attach fittings. Instead of
There are a lot of halon like materials. The datacenter I used to help run
used another air displacement system. I'll look up the brand shortly.
Halotron I think it was. It's a hydrocarbon, and it's evaporation and gas
displacment work for smothering, cooling, and displacing :-)
Being in the
Think about where those costs go. it is.. a lot disturbing. Flying should
be cheaper..
On Sun, Mar 22, 2015 at 3:55 PM, Paul Visk via KRnet
wrote:
> I'm spending the day with my Son in Bradenton Fl. I've been thinking of
> getting check out in a C-172 down here. I called a FBO at KSRQ and
Yes, your message is getting out. both this one and the misspelled test
message.
On Tue, Jan 13, 2015 at 4:24 PM, jeb via KRnet wrote:
> anybody out there?
>
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To
It's a valid test. But "better" testing would be a few vacuum (they also
read a little bit of pressure) set up at strategic locations around the
test section.
While the holes might have more drag.. I bet the flat board causes a bigger
"high pressure" zone.
On Wed, Dec 31, 2014 at 12:33 AM, Adam
That's a frighteningly large engine to have in a KR. 180hp...
On Fri, Sep 26, 2014 at 8:03 AM, Steve G. via KRnet
wrote:
> If this is the crash I'm thinking of, the NTSB contacted me with questions
> about the aircraft. I was told it had a lycoming 360 stuffed in it.
>
> Steve Glover
>
> Sent
Does anyone have contact information for the builder? I'm still interested
in any information on the plane.
On Sat, Jul 12, 2014 at 2:38 AM, Nerobro via KRnet
wrote:
> I was reading through some archives, and ran across pictures of N455JS.
>
> So I did some digging. ... and fou
You're putting a huge air dam under the plane. This is essentially the
same as a gurney flap on the back of a stock car. While the flap itself
isn't making downforce on the car, it's making the air under the wing, and
quite a distance out to either side of the flap pack up, and provide
greater
BeLite is using LiPo batteries in their ultralights.
On Mon, Jul 28, 2014 at 2:11 PM, Dan Branstrom via KRnet <
krnet at list.krnet.org> wrote:
> A while back, one of the posters here was interested in using a much
> lighter Lithium battery for their plane.
>
> Bob Nuckolls, who is an expert on
And sonex
On Feb 18, 2014 3:48 PM, "Tony King" wrote:
> Polyethylene tanks are common in ultralights.
>
> TK
>
> On 19 February 2014 04:52, Wayne Tokarz wrote:
>
> > Let's put this one to rest, In all the world of motor sports and
> vehicles,
> > only ONE plastic is used to make fuel tanks and
A large low pressure behind the board causing the tail to be sucked down?
On Sun, Feb 9, 2014 at 9:36 PM, Larry Flesner
wrote:
> At 09:26 PM 2/9/2014, you wrote:
>
>> I plan on putting the hinge point underneath the main spar, and would
>> expect deploying the flap would nose the plane down,
It's a foam thing. White stops the wings and tail from getting to hot, and
having the foam deterioate. You want to reflect, rather than absorb uv to
keep temps down.
On Dec 14, 2013 11:58 AM, "Doran Jaffas" wrote:
> This may sound like a rather dumb question but all of the aircraft
>
I can't really recommend websites, as they're usually full of some trash.
But, this book, presents all the math, and explains why it all works. If
you can do the numbers, you can build a turbo system.
That isn't the whole story though. The old style manual fuel systems
increase pilot workload, make starting a guessing game, and don't react
well to speedy throttle setting changes.
These are issues that have been overcome in the years since the 30's
Of course, EFI covers it all. But EFI
I have always wondered why lycoming and continental have steadfastly stuck
to ancient carb (and fuel injection) tech. ... i think rotax is running
cv carbs on the 912 which is nice.
On Jun 16, 2013 7:29 PM, wrote:
> Not saying it is bad, just one thing to consider. I had the Zenith carb
> on
For the 0-200 what IS the limiting factor for rpm? With most road engines
it's valve float.
Thoughts?
On Mon, May 6, 2013 at 1:14 PM, wrote:
> One thing about the O-200 is planes like the KR is that you really need to
> run them up around 3,200 RPM or more to get the most out of them. The
>
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