From: owner-krnet-l-digest@lists.teleport.com (krnet-l-digest) To: krnet-l-digest@lists.teleport.com Subject: krnet-l-digest V1 #43 Reply-To: krnet-l-digest Sender: owner-krnet-l-digest@lists.teleport.com Errors-To: owner-krnet-l-digest@lists.teleport.com Precedence: bulk krnet-l-digest Wednesday, June 18 1997 Volume 01 : Number 043 ---------------------------------------------------------------------- Date: Mon, 16 Jun 1997 12:57:37 -0500 From: Paul Eberhardt Subject: Re: KR: NTSB Accident Database I got a list like this when I signed up with the EAA. I think they will send you one on just about any kit plane you want - for free. Paul Eberhardt Dennis Ambrose wrote: > > At 01:14 AM 6/14/97 -0700, you wrote: > >I have done a review of the NTSB accident database and have found all (I > >think) references to KR aircraft on file. I wanted to see what lessons > >could be learned from the other people's mistakes. The computerized data > >base goes back to 1983 and I found 87 accidents that involved A/C that were > >identified as KR in some way. There were a total of 31 fatal accidents with > >37 fatalities. I saved the data and will send it to anyone who wants. > >There are two possible files, one in Word 6.0 format (91K) and the other in > >plain text (73K). Please Email me direct if you would like a copy. > >-- > >Don Reid > >donreid@erols.com > > > Don: > > I would appreciate the file. > > Thanks Dennis ;oO ------------------------------ Date: 16 Jun 97 19:12:44 EDT From: "JOHN F. ESCH" <102702.2712@CompuServe.COM> Subject: KR: Revmaster for sale There is a Revmaster for sale that came out of Molt Taylor's Bullet. The engine is approx. 10 years old and has been idle for about 5 to 6 years and also has 50 to 60 hours on it. The engine comes with mount, alternator, and exhaust and is in pusher configuration. The price they are asking for it is $2500. Bruce is the gentleman in charge of selling this engine and he works for the Oregon Air and Space Museum. His number is 541-942-1173. I would go look at but I haven't cleaned out my garage yet to start building my KR-2S. John F. Esch 102702,2712@compuserve.com ------------------------------ Date: Mon, 16 Jun 1997 17:44:18 -0700 From: Peter Hudson Subject: Re: KR: NTSB Accident Database Donald Reid wrote: > > I have done a review of the NTSB accident database... > Please Email me direct if you would like a copy. > -- > Don Reid > donreid@erols.com Don, How about getting it in the next KRonline? - -Peter- ------------------------------ Date: Mon, 16 Jun 1997 21:34:25 -0400 (EDT) From: BSHADR@aol.com Subject: KR: KR Pics In a message dated 97-06-16 20:43:54 EDT, EMT Ricky writes: << Good Evening Randy, Well I have finally finished RN school and will soone be back to building on my KR2. During my absence (School) I lost my kr-net access. I have recently put some construction photos of my project on my home page. If you could post the address, I would really appreciate it. Ricky Pitman Marion, Arkansas Site address: http://members.aol.com/EMTRicky/index.html >> Enjoy folks Randy Stein BSHADR@aol.com - --------------------- Forwarded message: Subj: KR Pics Date: 97-06-16 20:43:54 EDT From: EMT Ricky To: BSHADR Good Evening Randy, Well I have finally finished RN school and will soone be back to building on my KR2. During my absence (School) I lost my kr-net access. I have recently put some construction photos of my project on my home page. If you could post the address, I would really appreciate it. Ricky Pitman Marion, Arkansas Site address: http://members.aol.com/EMTRicky/index.html ------------------------------ Date: Mon, 16 Jun 1997 21:51:37 -0700 From: "David M. Gargasz" Subject: Re: KR: Revmaster for sale JOHN F. ESCH wrote: > > There is a Revmaster for sale that came out of Molt Taylor's Bullet. > The engine is approx. 10 years old and has been idle for about 5 to 6 years and > also has 50 to 60 hours on it. > The engine comes with mount, alternator, and exhaust and is in pusher > configuration. The price they are asking for it is $2500. Bruce is the > gentleman in charge of selling this engine and he works for the Oregon Air and > Space Museum. His number is 541-942-1173. > I would go look at but I haven't cleaned out my garage yet to start building my > KR-2S. > > John F. Esch > 102702,2712@compuserve.com Hi John, Iv tried to get my hands on Molt Taylors design criteria on the TPG system, the kraft paper and glass composite system. I'd like to adapt its use in leiu of plywd on the kr2 boat, the bullet came in the 600 lb. wieght range, the tpg system adapted to the kr2 would lighten up the finished product. Any information as to the TPG system would be very much appreciated, thank you! Gene Gargasz % dave@erienet.net ------------------------------ Date: Mon, 16 Jun 1997 22:06:41 -0400 From: Carlos Sa Subject: KR: NACA ducts (was Wing Spar Squareness) <<<<<<<<<< I built up my NACA ducts for my fresh air inlets yesterday, they came out pretty cool! I will be posting pictures of all this tomorrow. Tomorrow night I plan to mount the sling seat , control stick and pulleys and brackets. ... Micheal Mims >>>>>>>>>>> Hello, folks A little note on air intake and such: there is a good article on the subject in the latest issue of KitPlanes. Cheers Carlos begin 600 WINMAIL.DAT M>)\^(C$"`0:0" `$```````!``$``0>0!@`(````Y 0```````#H``$-@ 0` M`@````(``@`!!) &`" !```!````# ````,``# %````"P`/#@`````"`?\/ M`0```$<`````````@2L?I+ZC$!F=;@#=`0]4`@````!K``(P`0````4` M``!33510`````!X``S !````%0```&MR;F5T+6Q =&5L97!O``$P`0```!<````G:W)N970M;$!T96QE<&]R M="YC;VTG```"`0LP`0```!H```!33510.DM23D54+4Q 5$5,15!/4E0N0T]- M`````P``.0`````+`$ Z`0````(!]@\!````! ````````4*-0$(@ <`& `` M`$E032Y-:6-R;W-O9G0@36%I;"Y.;W1E`#$(`02 `0`F````3D%#02!D=6-T M`' ``0```"8```!.04-!(&1U8W1S("AW87,@5VEN9R!3<&%R(%-Q=6%R M96YE)S=&5M`H,S-P+D!Q,"@S0$ M1A,S,2!W"%4'L@* ?0J ",\)V3OQ& \R-34"@ J!#;$+8.!N9S,P.!5@"PH5 M834+\F,`0" *APMH,39W"J #8!/08P5 "H\<'#P?(,<+1A11"_(>74D@8@9U M`Q %0'5P(&UY@0>P04-!(&1U'J _!" "$ 7 (_$#4 >0:""W"W %P N ;!' M!"!Y!Y #$] +(&%Y+"!T:%)E) !C80> ( A@=%<>U1-0$ <-9O$\ +@&H AP^0>1;V8ED"EA)P`$`";PIP-P!; # M8'WQP<3CXUV#/E,^5(92E@;_,FX (0;&LSUC/E)% N MX/\"0"8`+2 ><2>0`Z EI &0RS' ,'-S)(!H.B;R&!#S)= Q(2!G*, PH#/E M"L"/,#$Y83GA+I-U8FH>DO\+@"Z#"V 3T!/ .[$[`">!]2K@2SDP4!KQ!Y R M!C/E[D,G$ 20.!U#"L 7H!,@%S2\'ET7,0!$\ ,`$! ``````P`1$ ````! I```#T``0````$`````````AOP` ` end ------------------------------ Date: Mon, 16 Jun 1997 22:09:49 -0400 From: Vince Bozik Subject: Re: KR: KR dinner at Oshkosh Steve Bennett wrote: > > FYI. the KR dinner will be held on Friday night August 1,at Oshkosh > this year. Who is planning on going to Oshkosh this year? Respond DIRECTLY please, I don't wanna crowd the browsers of others. I got back to town today, and there were 173 messages to sift through. It's been worse, but I sympathize with those who have to do that on a regular basis! Thanks, Vince "May Be Goin' to the Cheese State" Bozik - -- Vince Bozik - Athens, Georgia Mailto:ICBM@ix.netcom.com http://pw1.netcom.com/~icbm/Bozik.htm ------------------------------ Date: Tue, 17 Jun 1997 00:39:47 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: KR: Fight update If there's much interest, I'll continue posting my test flying updates to the net as I learn this airplane. If you think I'm wasting bandwidth, I'll quit. This evening I made the second flight in N1213W. Today's flight was with a gross weight of 1045# at 3 inches aft of the front CG limit. Engine was turning 2300RPM during climb at 80mph IAS and climbed at a steady 800 fpm from 6344" ground level and dropped off to 700 fpm as I climbed through 10,000'. At 10,000' the plane cruised at 130mph IAS with the engine turning 2450 and 20.5 inches MP. All engine instruments ran in the green throughout the flight. Time of flight 1.2 hours. I climbed to altitude, practiced some slow flight and a stall, but eased into the stall gently enough to just feel a little buffet, but no clean break. I then circled out southeast of Santa Fe and dropped the nose down and let the plane accelerate up to 130mph IAS in level flight. Practiced gentle turns at speed, then slowed back down to decend into the traffic pattern. One of the most difficult parts of flying this plane is getting it slowed down to land. Although it handles very nicely at slower speeds, just a little inattention and it's back up to 120 mph again. The first approach was just a little too hot again and led to another round of PIOs and a go around. The second try proved that the longer legged Diehl gear is pretty tough as I dropped it in hard enough to get a couple of good bounces out of it. The next three landings were all greasers as I made myself slow the plane down to 80 mph on final and 70 over the fence. 60 over the numbers, nose up and ease it on in a nice three point stall. Touchdown usually occures at about 50 mph Indicated. This is a bit low for a KR with no flaps or belly board. I attribute this to a combination of the faster true airspeeds at 6300' ASL and ground effects. I have never flown a plane that gets the cushion out of the ground effect like the KR. It's great! The key to landing this plane is to get it slowed down. Once I get the nose up and get it slowed to or below 80 mph, then it decends very nicely and even steeply if I want it to. I don't believe that flaps or a belly board are a necessity; however, they would be nice to help push the nose over for better visibility during landing. A full stall/three point landing is very blind as the nose is high during the approach and even higher during the stall. In level flight I think the plane could use just a touch of right rudder trim some more nose up trim. These are things I will address once I get the plane moved to my home airport. My feel for the plane is definately improving and I am beginning to think of the controls responsive rather than sensitive. - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at http://fly.hiwaay.net/~langford/kjeffs.html - ---- ------------------------------ Date: Mon, 16 Jun 1997 23:04:08 -0600 (MDT) From: Ron Lee Subject: Re: KR: Flight update At 00:39 97/6/17 EDT, you wrote: >If there's much interest, I'll continue posting my test flying updates to >the net as I learn this airplane. If you think I'm wasting bandwidth, >I'll quit. > DON'T YOU DARE STOP (Just call it FLIGHT Update, not FIGHT Update!) >The key to landing this plane is to get it slowed down. Once I get the >nose up and get it slowed to or below 80 mph, then it decends very nicely >and even steeply if I want it to. I don't believe that flaps or a belly >board are a necessity; however, they would be nice to help push the nose >over for better visibility during landing. A full stall/three point >landing is very blind as the nose is high during the approach and even >higher during the stall. > How much landing distance (and takeoff) are you using on your better landings? Ron "Ground bound" Lee >Jeffrey Scott jscott.pilot@juno.com ------------------------------ Date: Tue, 17 Jun 1997 08:19:36 -0500 From: Bobby Muse Subject: Re: KR: KR-2S canopy At 11:34 PM 6/9/97 -0400, you wrote: >I need some input from you people flying under lite smoke tinted canopys. Is >it worthwhile having the tinting or would you buy a clear next time around? > I am VERY happly with my smoke-tinted canopy. I wounldn't have it any other way. Question: Do you have a visibility with tinted windows in your cars? Bobby Muse bmuse@mindspring.com ------------------------------ Date: Tue, 17 Jun 1997 08:19:34 -0500 From: Bobby Muse Subject: Re: KR: Tiedown At 09:51 AM 6/9/97 -0600, you wrote: >Janssen Craig wrote: >> >> At 01:04 AM 6/4/97 EDT, you wrote: >> > >> > >> >On Tue, 3 Jun 1997 19:29:39 +0000 Robert Lasecki >> > writes: >> >>There is an excellent tiedown method shown in the Diehl wing >> >construction >> >>video which uses inexpensive boat fittings which are also lightweight. >> >The >> >>video shows how and where to put them. They bolt to the outer main spar >> >>from the bottom between the last two vertical members. >> >> >> >>Bob Lasecki >> > >> Bob, >> >> How about a little more detail - fitting type, how mounted, etc. used - for >> those of us who don't have KR-2 plans?. Thanks. >> >> Ed Janssen >Ed: >It took me a bit to actually check into the parts recommended myself. >Dan recommends using boat bow eyes through the lower cap of the forward >spar located between the last two outboard vertical spacers. A hole is >cut in the rear web and the 3/8 nut floxed in place. This installation >is best done before the wing is closed. He recommended getting the bow >eyes from WalMart. What I found is a little different. I bought a pair >of truck "anchor points" which are streamlined eyes with a flat base and >use a 3/8 bolt for installation. They are made by Highland and sell at >our WalMart for $8.00 a pair. The eyes themselves are chromed steel and >only weigh 2.2 ounces each. > >Bob Lasecki > Bob, I started to do just what you are talking about... But I didn't like the idea of drilling a hole large enough for a 3/8" bolt in the lower spare cap. Insted I purchased a 5/16" closed-end eyebolt from a local hardware store. After welding a 5/16" nut to a scrap piece of steel with 3/16" holes drilled thru it all over, I floxed it in place using the eyebolt coming thru the spare cap(to insure alignment). Note: Put wax on the bolt so that you that the bolt can be removed after the flox dries. By making the eyebolt removable, you can remove it when it is not needed. Bobby Muse bmuse@mindspring.com ------------------------------ Date: Tue, 17 Jun 1997 08:19:38 -0500 From: Bobby Muse Subject: Re: KR: Masking Tape Residue Removal At 11:22 AM 6/10/97 -0400, you wrote: >Horn2004@aol.com wrote: >> >> In a message dated 6/9/97 8:40:41 PM, you wrote: >> >> << That's the stuff (the masking tape residue) I need to get off. The >> electrical tape left no visible residue.>> >> >> In the graphic design business, we use a solvent known as Bestine to remove >> many types of residue. We use it for wax removal as well as the residue that >> masking tape leaves. It has a very high flash point, evaporates in seconds, >> and leaves absolutely no residue. > >If a solvent evaporates quickly, it usually has a low flash point. Keep >in mind that "flash point" is the temperature at which a combustible >liquid will develop sufficient vapors to support combustion. Handle low >flash point solvents very carefully with regard to possible ignition >sources especially static electricity when rubbing natural fibers >against synthetics or plastic. If you use in a well ventilated area, >then the vapor level should not reach sufficient concentration to be a >problem. > >Just be careful with that stuff! >Patrick > >-- >Patrick Flowers Mailto:patri63@ibm.net > Please remenber, if you use solvents on plexiglass that evaporates quickly you will cause youself a bigger problem called 'GLAZING'. Glazing is likely to occur if you clean plexiglass with solvents that evaporate quickly. Gasoline will also cause glazing, same reason. Bobby Muse bmuse@mindspring.com ------------------------------ Date: Tue, 17 Jun 1997 17:04:54 -0500 From: Jim Faughn Subject: Re: KR: Fight update 60 over the numbers, nose up and ease it on in a nice > three point stall. Touchdown usually occures at about 50 mph Indicated. > This is a bit low for a KR with no flaps or belly board. Your numbers are right. I have sat down with as little as 45 mph indicated solo. BUT with two on board the numbers go up by 10 mph. Ground effect is what is contributing to the low numbers. - -- Jim Faughn N8931JF St. Louis, MO (314) 652-7659 or (573) 465-8039 ------------------------------ Date: Tue, 17 Jun 1997 15:50:49 -0500 From: "perryw" Subject: KR: Re: Fight update - ---------- > From: Jeffrey E. Scott > To: krnet-l@teleport.com > Subject: KR: Fight update > Date: Monday, June 16, 1997 11:39 PM > > If there's much interest, I'll continue posting my test flying updates to > the net as I learn this airplane. If you think I'm wasting bandwidth, > I'll quit. > > This evening I made the second flight in N1213W. Today's flight was with > a gross weight of 1045# at 3 inches aft of the front CG limit. Engine > was turning 2300RPM during climb at 80mph IAS and climbed at a steady 800 > fpm from 6344" ground level and dropped off to 700 fpm as I climbed > through 10,000'. At 10,000' the plane cruised at 130mph IAS with the > engine turning 2450 and 20.5 inches MP. All engine instruments ran in > the green throughout the flight. Time of flight 1.2 hours. > > I climbed to altitude, practiced some slow flight and a stall, but eased > into the stall gently enough to just feel a little buffet, but no clean > break. I then circled out southeast of Santa Fe and dropped the nose > down and let the plane accelerate up to 130mph IAS in level flight. > Practiced gentle turns at speed, then slowed back down to decend into the > traffic pattern. One of the most difficult parts of flying this plane is > getting it slowed down to land. Although it handles very nicely at > slower speeds, just a little inattention and it's back up to 120 mph > again. The first approach was just a little too hot again and led to > another round of PIOs and a go around. The second try proved that the > longer legged Diehl gear is pretty tough as I dropped it in hard enough > to get a couple of good bounces out of it. The next three landings were > all greasers as I made myself slow the plane down to 80 mph on final and > 70 over the fence. 60 over the numbers, nose up and ease it on in a nice > three point stall. Touchdown usually occures at about 50 mph Indicated. > This is a bit low for a KR with no flaps or belly board. I attribute > this to a combination of the faster true airspeeds at 6300' ASL and > ground effects. I have never flown a plane that gets the cushion out of > the ground effect like the KR. It's great! > > The key to landing this plane is to get it slowed down. Once I get the > nose up and get it slowed to or below 80 mph, then it decends very nicely > and even steeply if I want it to. I don't believe that flaps or a belly > board are a necessity; however, they would be nice to help push the nose > over for better visibility during landing. A full stall/three point > landing is very blind as the nose is high during the approach and even > higher during the stall. > > In level flight I think the plane could use just a touch of right rudder > trim some more nose up trim. These are things I will address once I get > the plane moved to my home airport. > > My feel for the plane is definately improving and I am beginning to think > of the controls responsive rather than sensitive. > > ---- > Jeffrey Scott jscott.pilot@juno.com > See construction of KR-2S N1213W at > http://fly.hiwaay.net/~langford/kjeffs.html > ---- Hi Jeff Thank you very much for the report. I have been thinking of the KR2S. It is very good to get a factual report on how the aircraft flies. Your report has the info I want. Thank very much again. Best Regards Perry Williams perryw@hal-pc.org ------------------------------ Date: Tue, 17 Jun 1997 18:39:40 -0400 (EDT) From: DeGangeJ@aol.com Subject: KR: Roll-Bar Installation Info Request I am building a KR2S in Aiken, South Carolina... boat stage/spars complete and about to go up on the Diehl tri-gear. I want to incorporate a proven roll-over structure. Does anyone know the details of Jim Hill's rollover bar installation? I had the privilege of getting a ride with Jim at the KR gathering in Columbia TN and was pleased his "incident" turned out as well as it did. ------------------------------ Date: Tue, 17 Jun 1997 17:05:50 -0700 From: "John Bouyea" Subject: KR: How many KR's @ OSH '97? I'm trying to justify the trip to Oshkosh this year (yeah right!) Back in March, a thread discussed the 25th anniversary of the KR at Oshkosh, but no one specified whether they planned to attend. Now that it is closer at hand, Who's going to Oshkosh this year? bou KR2S - cutting gussets for the second first fuse side... John/Johnna Bouyea johnbouyea@worldnet.att.net ------------------------------ Date: Tue, 17 Jun 1997 19:43:20 -0500 From: Jim Faughn Subject: Re: KR: How many KR's @ OSH '97? John Bouyea wrote: > > I'm trying to justify the trip to Oshkosh this year (yeah right!) > > Back in March, a thread discussed the 25th anniversary of the KR at > Oshkosh, but no one specified whether they planned to attend. Now that it > is closer at hand, > > Who's going to Oshkosh this year? > > bou > KR2S - cutting gussets for the second first fuse side... > John/Johnna Bouyea > johnbouyea@worldnet.att.net I am ( Jim Faughn ) Marti Roberts, Calvin Campbell, and at least one other from Tulsa will fly up with me or if we can't meet up will be at Oshkosh. - -- Jim Faughn N8931JF St. Louis, MO (314) 652-7659 or (573) 465-8039 ------------------------------ Date: Tue, 17 Jun 1997 20:47:01 -0700 From: "David M. Gargasz" Subject: Re: KR: Fight update Jeffrey E. Scott wrote: > > If there's much interest, I'll continue posting my test flying updates to > the net as I learn this airplane. If you think I'm wasting bandwidth, > I'll quit. > > This evening I made the second flight in N1213W. Today's flight was with > a gross weight of 1045# at 3 inches aft of the front CG limit. Engine > was turning 2300RPM during climb at 80mph IAS and climbed at a steady 800 > fpm from 6344" ground level and dropped off to 700 fpm as I climbed > through 10,000'. At 10,000' the plane cruised at 130mph IAS with the > engine turning 2450 and 20.5 inches MP. All engine instruments ran in > the green throughout the flight. Time of flight 1.2 hours. > > I climbed to altitude, practiced some slow flight and a stall, but eased > into the stall gently enough to just feel a little buffet, but no clean > break. I then circled out southeast of Santa Fe and dropped the nose > down and let the plane accelerate up to 130mph IAS in level flight. > Practiced gentle turns at speed, then slowed back down to decend into the > traffic pattern. One of the most difficult parts of flying this plane is > getting it slowed down to land. Although it handles very nicely at > slower speeds, just a little inattention and it's back up to 120 mph > again. The first approach was just a little too hot again and led to > another round of PIOs and a go around. The second try proved that the > longer legged Diehl gear is pretty tough as I dropped it in hard enough > to get a couple of good bounces out of it. The next three landings were > all greasers as I made myself slow the plane down to 80 mph on final and > 70 over the fence. 60 over the numbers, nose up and ease it on in a nice > three point stall. Touchdown usually occures at about 50 mph Indicated. > This is a bit low for a KR with no flaps or belly board. I attribute > this to a combination of the faster true airspeeds at 6300' ASL and > ground effects. I have never flown a plane that gets the cushion out of > the ground effect like the KR. It's great! > > The key to landing this plane is to get it slowed down. Once I get the > nose up and get it slowed to or below 80 mph, then it decends very nicely > and even steeply if I want it to. I don't believe that flaps or a belly > board are a necessity; however, they would be nice to help push the nose > over for better visibility during landing. A full stall/three point > landing is very blind as the nose is high during the approach and even > higher during the stall. > > In level flight I think the plane could use just a touch of right rudder > trim some more nose up trim. These are things I will address once I get > the plane moved to my home airport. > > My feel for the plane is definately improving and I am beginning to think > of the controls responsive rather than sensitive. > > ---- > Jeffrey Scott jscott.pilot@juno.com > See construction of KR-2S N1213W at > http://fly.hiwaay.net/~langford/kjeffs.html > ---- hi Jeff, Your flight reports are of great intrest, is it possible to slide slip your plane, it should be possible to lose altitude without gaining any speed. Some planes are not tolerant of cross control manuevers such as lowering the right wing and applying right rudder to maintain straight flight,cutting back on the throtle the nose should come down altitude drop off without gaining speed, does it work on your plane or are there control problems? thanks Gene Gargasz % dave@erienet.net ------------------------------ Date: Tue, 17 Jun 1997 21:36:14 -0400 (EDT) From: DC4FREE@aol.com Subject: Re: KR: Non-builder Plane Maintenance All this talk about Part 43 prompted me to look up the FAR, which stated: 43.1 Applicability (b) This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued, unless a different kind of airworthiness certificate had previously been issued for that aircraft. So the golden key is not Part 43 ------------------------------ Date: Wed, 18 Jun 1997 02:13:07 GMT From: bbland@busprod.com (Brian Bland) Subject: Re: KR: KR dinner at Oshkosh On Mon, 16 Jun 1997 22:09:49 -0400, you wrote: >Steve Bennett wrote: >>=20 >> FYI. the KR dinner will be held on Friday night August 1,at Oshkosh >> this year. =20 > > Who is planning on going to Oshkosh this year? Respond DIRECTLY >please, I don't wanna crowd the browsers of others. I got back to town >today, and there were 173 messages to sift through. It's been worse, >but I sympathize with those who have to do that on a regular basis! > Vince, I will definitley be at Oshkosh. I plan on getting there on thursday (31st) and leaving on monday (4th). I was also thingking about attending the dinner. If enough KR builders/flyers will be attending Oshkosh maybe we could get together sometime and talk about our KR's. Thanks, Brian J Bland ------------------------------ Date: Tue, 17 Jun 1997 20:27:32 -0600 (MDT) From: Ron Lee Subject: Re: KR: Flight update (no archive) >Your flight reports are of great intrest, is it possible to slide slip >your plane, it should be possible to lose altitude without gaining any >speed. Some planes are not tolerant of cross control manuevers such as >lowering the right wing and applying right rudder to maintain straight ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ I usually use LEFT rudder and right aileron but then I can't talk on the radio and keep my wings level at the same time. Ron "Cross controlled typist" Lee >flight,cutting back on the throtle the nose should come down altitude >drop off without gaining speed, does it work on your plane or are there >control problems? >thanks Gene Gargasz % dave@erienet.net > > ------------------------------ Date: Tue, 17 Jun 1997 23:44:13 -0400 (EDT) From: BSHADR@aol.com Subject: KR: Flight report(s) Jeff: Good report and I think you are doing a service for all of us who follow behind you. Please keep up the reports. The information is valuable. I'm looking forward to seeing you again at the next gathering. I need my KRNet bull seesion fix... Randy Stein BSHADR@aol.com ------------------------------ Date: Tue, 17 Jun 1997 21:49:28 -0700 From: Micheal Mims Subject: KR: Web Page update I added a few cockpit pictures tonight, if your interested go to: http://pw2.netcom.com/~mimsmand/canopy3.html plus there are a few new things added to the home page if your really bored! Enjoy! _______________________ ~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand ------------------------------ Date: Wed, 18 Jun 1997 01:00:59 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: Re: KR: Flight report(s) Tuesday evening flight #3. This afternoon's excursion with the KR was done at a gross weight of 1080# with the CG 3.7 inches aft of the front CG limit. Header tank was full, 5 gallons in the left tank, and about 15# of misc junk in the baggage just in case I decided to move the plane to it's home airport. The goal was to take off and depart the pattern to the practice area and fly the plane at speed for a while, then return to the airport and get used to slowing the plane back down for landing. On the first two flights, the first landing turned into a go around after flying the approach too hot and getting into a PIO situation chasing the plane. If the landings were consistant and good enough, I would fly the plane to it's home base in Los Alamos. I departed SAF and climbed to 9000' over the practice area. Explored slowflight for a while and stalled the plane again, but a bit more abruptly in order to get a good break. There was some warning burble, then a break over onto the right side first at a bit below 50mph. Recovery was normal. Proceeded to spend some time zooming around the practice area at 125 IAS then returned to SAF to join the pattern for some touch and goes. Decended at 135 IAS just to make sure I was feeling the plane at speed. Joined the pattern on a long right base at 120 IAS then slowed to 90. Flew the approach at 80, over the fence at 65 - 70, hold it off until it settles in. Stayed in the SAF pattern for 5 touch and goes and was feeling good enough about them to take the plane to it's home airport in Los Alamos. On the way to Los Alamos, I let the speed creep up to 145 IAS at 8500'. This was with a very slight dive and slightly throttled back. Landed at Los Alamos with my first wheel landing in this plane. Felt kind of funky wheeling it on with the nose still up and forward visibility still next to nothing. Squawks. Oil temp was running about 20 degrees warmer than in previous flights at 200 - 205 during climb and cruise. Don't know why just yet. My landings weren't exactly ready for prime time, but were adequate and felt like they were well controlled. Today's flight time 1.0 hours. Total time in the air 3.2. Total time including ground runs, etc 6.1. - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at http://fly.hiwaay.net/~langford/kjeffs.html - ---- ------------------------------ Date: Wed, 18 Jun 1997 01:06:17 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: Re: KR: Fight update On Tue, 17 Jun 1997 20:47:01 -0700 "David M. Gargasz" writes: >hi Jeff, >Your flight reports are of great intrest, is it possible to slide slip >your plane, it should be possible to lose altitude without gaining any >speed. Some planes are not tolerant of cross control manuevers such as >lowering the right wing and applying right rudder to maintain straight >flight,cutting back on the throtle the nose should come down altitude >drop off without gaining speed, does it work on your plane or are there >control problems? >thanks Gene Gargasz % dave@erienet.net > Oops, Sorry Gene, I meant to include in todays report that I was practicing slips on approach. The plane slips very nicely, but doesn't need the severe roll to slip like my champ and other planes did. On the other hand, maybe I'm sill a little wimpy on the controls. Anyway, it does slip very nicely. regards, - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at http://fly.hiwaay.net/~langford/kjeffs.html - ---- ------------------------------ Date: Wed, 18 Jun 1997 00:43:54 -0700 From: R Covington Subject: KR: Tiny Request Sports fans, Can we fix obvious typo's in Subject headers when we reply so that thingies like "Fight Report" don't keep getting repeated in the subject? :) I can understand how a typo can get introduced in the initial writing, but seems to me that we could fix 'em in the response (as some have done thankfully). Too many fights I guess. :) Haha Call me Fightie, Robert Covington Record Holder "Don't get mad at me Grammar, me Granpa won't like it." Record Holder for longest time taken to build two fuselage sides. Record Holder for longest time taken to make a single gusset. Record Holder for longest time holding these two particular records. ------------------------------ Date: Wed, 18 Jun 1997 06:22:04 -0700 From: enewbold@sprynet.com Subject: KR: RE: KR-2: Turbo-prop KR-2 Hi folks. I just received this message from a gent seeking specific information which I don't have. Can anyone help him? Thanks. Ed Newbold <---- Begin Forwarded Message ----> Date: Wed, 18 Jun 1997 04:57:45 -0700 From: Michael Kuhn Reply-To: peeweebets@worldnet.att.net To: enewbold@sprynet.com Subject: Turbo-prop KR-2 Do you happen to know the guy with the turbo-prop KR-2? His name is Steve and I'd really like to have him get ahold of me so I could ask him some questions about his plane and the engine installation. Help me if you can, or pass this message on wherever you think it might need to go, please! Thanks, Mike Kuhn, 509 534 7660 days pst 8-4:30 OR 509 328 5840 eves. Mike Kuhn, 1517 W. Jackon ave, Spokane, WA., 99205, Thanks!!!!! <---- End Forwarded Message ----> ------------------------------ Date: Wed, 18 Jun 1997 11:59:11 -0400 From: smithr Subject: Re: KR: Flox vs. Micro (was Follow-On Glueing) ------------------------------ Date: Wed, 18 Jun 1997 08:56:07 -0700 From: Micheal Mims Subject: KR: RE: Homebuilt Aircraft and Maintenance - --=====================_866674567==_ Content-Type: text/plain; charset="us-ascii" Hello Everyone, I got a response from the EAA concerning the maintenance thing, according to them, the "do anything you want" (except annual inspection) crew wins! If this is true (and I wish every FSDO thought so), I have known and met a lot of misinformed people throughout my dealings with the homebuilt movement (15 years) I am keeping a copy of this to send to my local FSDO to get his response. There is a .txt file attached to this email. Ross, sorry for the attachment but I think everyone would want this. Spud, I think this may be something you want to share with the Dragonfly crew. PS I think I will sell my project and buy one that is already built if this is the case! Why waste all this time building when I could be flying in a month or two? :-) >Dear Michael, > >Thank you for your e-mail. You have asked some good questions. > >First, the only people that can perform an annual condition inspection >on a homebuilt are an A&P and the holder of the Repairman's Certificate >for that aircraft. The original builder usually holds this certificate >because he is the only one with enough experience on the aircraft to >qualify for it. He is the only one with the Repairman's Certificate for >that aircraft and only for that aircraft. He must obtain another >certificate for another aircraft if he has built one. > >Second, anyone can make any modifications to an experimental aircraft at >any time. This includes the builder and any and all subsequent >owners/non-builders. The catch is that if the modification constitutes >a "major change" as defined by the FAA in AC 20-27D, approval must be >requested ahead of time by a FSDO for the mod. and for the required >change in the Special Airworthiness Certificate for that experimental >aircraft. This is because a major change may alter the operating >limits/characteristics which must be accounted for on the airworthiness >certificate's operating limits. > >The new owner is not limited to FAR Pt. 43 maintenance regulations. He >can rebuild the engine, repaint the aircraft, remove and replace the >controls, prop., etc. The individual who already purchased a homebuilt >and is considering modifying is legally allowed to do so. It may not be >a good idea if he has no knowledge of the aircraft, but that all depends >on what mods. he is considering making. > >I have attached a Craftsman's Corner article written by Ben Owen >entitled "The Rules are Tools" to help shed some more light on this. >Although there are no FAR's governing experimental aircraft, some FAR's >do encompass experimental airworthiness certificates. I have attached a >list of these following the article. If you have any questions or >concerns please write back. Thank you for contacting Information >Services. > >Regards, >EAA >Salman Ahmad, Rep. >Information Services - --=====================_866674567==_ Content-Type: text/plain; charset="us-ascii" Content-Disposition: attachment; filename="EAAFARs.txt" THE RULES ARE TOOLS Every craftsman building an amateur- built aircraft should have a thorough working knowledge of the rules in the Federal Aviation Regulations for amateur-built aircraft. Any airman needs to know the FARs but especially so the builder of an amateur-built aircraft (or anyone who buys an amateur-built aircraft). It is one of the "tools of our trade." One of the most important FARs for amateur-built aircraft is FAR 43.1(b). This specifically states: "This part does not apply to any aircraft for which an experimental airworthiness certificate has been issued, unless a different kind of airworthiness certificate had previ-ously been issued for that aircraft." The way this is interpreted is that those other parts of the FARs referring to Part 43 do not apply to experimental aircraft. However, where Operating Limits refer to Part 43, they do apply--such as the annual compliance inspection every 12 months. The next important FAR is FAR 21.93, Subpart A: "In addition to changes in type design specified in Paragraph (b) of this section, changes in type design are classified as minor and major. A 'minor change' is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics or other characteristics affecting the airworth-iness of the product. All other changes are 'major changes' (except as provided in Paragraph (b) of this section)." Basically, how this has been interpreted over a period of years is that if the change does not meet the definition in FAR 21.93 as a "major change", the builder of the aircraft or the buyer of the aircraft can make the change as long as it is airworthy. We enjoy many privileges including the right to work on our own aircraft, even the right to buy an amateur-built aircraft and work on it as long as we do not incorporate a major change. If a major change is incorporated, it is the responsibility of the owner to write the FAA and receive their comment in writing regarding the change. (See your aircraft operating limitations.) The builder or purchaser of an experimental aircraft is free to make minor changes to his aircraft. If there is a question as to what is minor or major, always check with the FAA first. The operating limitations for experimental aircraft are covered in two places -- in the FAR 91.319 and also in the written set of operating limitations that the inspector hands to the builder when the aircraft is inspected at completion date. The operating limita-tions issued with each experimental aircraft are an integral part of the Air-worthiness Certificate, as are the FARs that are contained within these limita-tions. The FARs on standard aircraft instrument/light requirements do apply if you want night or IFR approval. If you don't have the FAR 91.319 and a copy of the operating limitations for your individual aircraft, you very likely won't understand what restrictions are placed on your aircraft at all. Every builder should have the Code of Federal Regulations, Title 14, Part 60 to 139 (available from the Government Printing Office) and Code of Federal Regulation, Title 14, Part 1 to 59 is available from the same source. You can usually get these quicker through the local government printing offices in larger cities than you can through the Government Printing Office in Washington, DC. EAA Information Services has the address of the GPO store closest to you. All FARs except those specifically excluded apply to amateur-built. Due to the complex nature of these regulations, each owner or buyer of an experimental amateur-built aircraft should have a copy of the Advisory Circular 20-27D, "Certification and Operation of Amateur-Built Aircraft" (available from EAA Information Services). A highly important regulation for the amateur builder is FAR 91.3a.: Responsibility and authority of the pilot in command. "The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft." Another important regulation is 91.7a: Civil aircraft airworthiness. "No person may operate a civil aircraft unless it is in an airworthy condition." The overall safety record regarding maintenance of amateur-built aircraft has been fair -- it could stand improve-ment. We see instances of aircraft maintenance that do not meet EAA or FAA standards. It is up to the builder and owner of each experimental aircraft to use his craftsmanship ability to keep his aircraft airworthy. The operating limitations have certain requirements for the annual compliance inspection. The Repairman's Certificate allows the builder who has built the major portion of the airplane and who has received a repairman's Certificate from the FAA to do the annual com-pliance inspection. The Repairman's Certificate applies only to that specific aircraft. The purchaser of an exper-imental aircraft cannot do the annual compliance inspection but must hire an A&P mechanic or a certified repair station to do so. The purchaser may work on the aircraft, as previously described. (This article has been approved by the appropriate FAA Office.) For some introductory information on the rules applying to amateur-built aircraft, please refer to the 1990 Crafts-man's Corner column, listed below. This issue covers items not solely related to experimental amateur-built but those rules that frequently refer to "The Administrator." "The Adminis-trator" is any FAA employee (not "The Administrator" specifically). Small and Special N-Numbers Two inch high numbers can be used for small (under 12,500 lbs. gross weight) U.S. registered aircraft built at least 30 years ago, or Experimental Amateur-Built aircraft which have the same external configuration as an aircraft built at least 30 years ago. This is the rule that enables two inch numbers to be placed under the horizontal stabilizer on some aircraft -- FAR 45.22(b). Three inch high numbers can be placed on Experi-mental Exhibition or Amateur-Built aircraft when the maximum cruise speed does not exceed 180 knots -- FAR 45.29(b)(iii). Penetrating an ADIZ or DEWIZ, you must affix temporary twelve inch numbers in all cases. How to obtain special N-Numbers is covered in Advisory Circular 20-27D, available from EAA Information Services. Data Plates On aircraft manufactured after 3/7/88: Data plates of fireproof nature, with letters stamped, engraved or etched on. The data plate must be placed on the aircraft so that it is readable to a person on the ground and it must be either adjacent to and aft of the rearmost entrance door or on the fuselage surface near the tail surface. "Legible to a person on the ground" means a person standing alongside the aircraft. The information required includes the builder's name, the model designation, the builder's serial number, the type certificate number (if any), and the production certificate number (if any) for the aircraft (see FAR 45.11). Experimental Exhibition Part 43 does not apply to any aircraft for which an Experimental Airworth-iness Certificate has been issued unless a different kind of Airworthiness Cert-ificate had previously been issued for that aircraft. If your Experimental Exhibition aircraft previously had some kind of Airworthiness Certificate, Part 43 does apply. What this generally means is for a type-certificated airplane downgraded to Experimental Exhi-bition, an A&P mechanic must still do the work on it during the course of the year -- FAR 43.1. This is also the category in which the aircraft that has been built for you by someone else is placed. If you use "another builder" to build the airplane for you and he does it for other reasons than education or recreation, the aircraft will fall in this category. The Experimental Exhibition category does usually permit passenger carrying. You should check carefully with your local FAA office before getting involved in having someone else build an airplane for you. Hired Builders The proper category for an aircraft built for you for compensation by another builder is Experimental Exhi-bition (see above). A person registering a new experimental amateur-built air-craft is required to submit a notarized statement to the FAA that he has built the aircraft for his own education and recreation. Falsifying this statement, as the form clearly shows, can lead to a $10,000 fine or up to five years imprisonment or both. See FAA Form 8130-12, copied in EAA's Custom Built Sport Aircraft Hand-book. Aircraft Logs Aircraft logs shall be retained until the work is repeated or superseded by other work or for one year after the work is performed. AD records must be re-tained for the life of the aircraft. Aircraft logs can be requested by FAA, NTSB, etc. -- FAR 91.417. Obviously, aircraft logs must be kept for the life of any experimental aircraft showing that the aircraft has completed its test phase. Major change records must be kept for the life of all aircraft, whether amateur-built or type-certified. Pilot Licenses You are required to have in your personal possession a current pilot certificate and a current medical cer-tificate when acting as pilot in command or any other capacity as a required pilot flight crew member. In addition, you shall present it for inspection upon the request of the Administrator, NTSB employee or any federal, state or local law enforcement office -- FAR l61.3. Some pilots carry a copy of the certificates to make it easier for these officials to read rather than presenting the originals. Names, dates and number are areas of primary interest. Be sure anyone to whom you present your original pilot's license understands that you are not voluntarily surrendering it if you hand him the original -- FAR 61.27. You are required to present your pilot logbooks upon reasonable request by the Administrator, an authorized repre-sentative of the NTSB or any state or local law enforcement officer - FAR 61.51(d). Alcohol and Drugs A license can either be suspended, revoked or denied for a period of up to one year after the date of the final conviction for either alcohol or drug offenses. Upon conviction for these offenses, you have sixty days to report them to the FAA Civil Aviation Security Division in Oklahoma City -- FAR 61.15. Reporting this to your local FSDO is not adequate in these cases. Investigation If you do not comply with the investigative process when you are under investigation, judicial en-forcement may be initiated -- FAR 13.113. You have a privilege against self-incrimination -- FAR 13.119. Accident Reporting Aviation safety reports submitted to the National Aeronautics and Space Administration cannot be used in any enforcement action, except information on accidents or criminal offenses -- FAR 91.25. To avoid reporting minor accidents or incidences unnecessarily, I suggest you obtain a copy of the NTSB Regulations, Part 830. This part defines those reportable and non-reportable accidents. This is available from EAA Headquarters Information Services. AIRCRAFT BUILDER INFORMATION This column is the result of an EAA Headquarters meeting on Experi- mental regulations. EAA Founder Paul Poberezny's recommendation is "tell the EAA members before the fact, it will keep them one step ahead so that they all will know what the regulations are." We discussed the basic amateur-built rules which were laid down by FAA employees Bob Burbick and Johnny Chamberlain many years ago. These rules have remained unchanged for a long period of time -- they are workable rules. Some items discussed were: Builders Log Books EAA Headquarters suggests a 3-ring binder be used as a logbook when building aircraft. You should make entries such as: today's date -- "spent (2) hours on ribs." Before closure of any structure and before cover, make the statement, "I, John Smith, builder, have inspected the (insert area) for airworthiness prior to closure and found it airworthy." Also, in this book you should keep a section for photographs (dated) showing yourself working in your shop on your aircraft. Likewise, keep all bills of sale for parts and pieces in this location. Particularly, you should retain those that show amount of taxes paid on any particular items. Since 1979, we have had one FAA inspection prior to flight and the logbook and photographs, in particular, are very important. Letter Required You are required to prepare a letter for the FAA, called the "Program Letter", including a 3-view of your aircraft and a brief description of it and request a final inspection. You should also request a test area usually 25 miles from your home airport for the first 25 or 40 hours. If your engine and propeller are both certified items, you can usually have 25 hours. If you use an experimental engine and/or propeller, your test period will run 40 hours. Registration and Taxes The first thing you should expect when you register the aircraft is that the state will be informed by the Federal Govern-ment that you have an aircraft. The state will contact you for sales taxes and you must pay taxes on any components that you have not paid taxes on. For homebuilt aircraft, the usual rule is that the aircraft is taxed at the value of the investment in materials alone. Labor is not counted. However, if you do not respond by telling them the value of your aircraft and send them copies of your bills, you may find they assign an arbitrarily high value to the aircraft and ask you for taxation on that. If your aircraft is under construction, you may forestall taxation by sending a letter to the state advising them that the aircraft is not completed, and telling them you will notify them when the aircraft is finished and pay tax then. Some states require payment of tax at the time a kit is purchased. Check your state laws carefully--late payment of taxes may lead to fines. The Inspector One of the many reasons for belonging to your local EAA Chapter is so that you can talk to others who have recently had an aircraft inspected to find out what the inspector will be looking for so that you can be prepared. If there are two inspectors in your area, one may be preferred for the homebuilt aircraft. If the FAA does not have sufficient inspectors in the area, a Designated Airworthiness Representative (DAR) is a private individual who may contract for the final inspection of your aircraft. They usually charge anywhere from $200-$400 for this service. The FAA inspects aircraft for free. EAA Head-quarters maintains a list of those DARs who inspect homebuilt aircraft. At this time, they are few in number. EAA Technical Counselors should visit the aircraft from time to time. A major insurance company provides a substantial discount for 3 or more visits during the construction period. The value of going to chapter meetings and talking with fellow builders is so well recognized that a discount on insurance is also available to active chapter members building aircraft. Networking with knowledgeable builders, mechanics and pilot can make building and flying much safer. Flight Test and Logs During the flight test period, you actually have three experiments going --the airframe, the engine and the propeller. As most of us use experi-mental propellers, our flight test area usually goes to 40 hours. We recom-mend separate logs for airframe, engine and propeller -- if a component is removed, the log stays with the compo-nent. Repair Work and Annuals After completion of the aircraft, either the builder without a Repairman's Certificate, the builder with a Repair-man's Certificate or the buyer of an experimental aircraft can do the actual repair work on the airplane as long as it is airworthy. The annual inspections are done as directed by the operating limitations which enables the original builder with a Repairman's Certificate, an A&P mechanic or an FAA approved repair station to do the annuals. Major Change One of the areas where we see major change done but not reported to the FAA is in the changes of propellers. If you have a propeller on your aircraft and you take it off and put another one on, unless this is an exact duplicate of the previous propeller, this would probably be considered a major change. Another case of major change to the aircraft would be removing a 150 hp engine and putting a 180 hp engine in. This would require writing to the FAA and getting the inspector to come out and provide you with another special airworthiness certificate. After a major change, you cannot fly the aircraft until the FAA inspects the aircraft again, or until he sends you a letter that tells you it is not a major change -- a good letter to keep in the log. Flying Your Amateur-Built Aircraft Number one is finding a Flight Advisor in EAA before flying. He will provide invaluable assistance prior to your test flight. Also if you work with a Flight Advisor, a major insurance company will cover you in the first ten hours of your testing period. If you do not work with an EAA Flight Advisor, such coverage will not be available to you. Flight tests are subject ot FAR 91.305, Flight test areas: "No person may flight test an aircraft except over open water, or sparsely populated areas, having light air traffic." When checking your operating limitations you will see that you must avoid densely populated areas and congested airways except for takeoffs and landings. We suggest that you skirt populated areas as much as practical and that you carefully observe these operating limitations. It clearly states that you should avoid these areas "except for takeoffs and landings." Due to the operating limitations on experimental aircraft, we would suggest that IFR flight in amateur-built aircraft be avoided in areas where air traffic is heavy. * * * EAA Headquarters can provide an Advisory Circular 20-27D and a sample copy of the operating limitations. We also have a Flight Test Guide and an Advisory Circular on obtaining your Repairman's Certificate. EAA Inform-ation Services would be happy to answer any questions you may have. FEDERAL AVIATION REGULATIONS Applicable to Experimental Aircraft PART 21 Certification 21.93 Classification of minor and major changes to experimental aircraft 21.171 Applicability 21.173 Eligibility 21.175 Special Airworthiness Certificate 21.177 Amendments of special airworthiness 21.179 Transfer of certificates 21.181 Duration of special airworthiness certificates 21.182 Aircraft ID required 21.191G Experimental certificates, amateur-built kits 21.193 Experimental general (letter required) 21.275 Limitations and conditions on experimental certificates 21.475 Limitations and conditions on experimental certificates PART 23 Lightning PART 39 A.D. Notes These notes can be applied to experimental aircraft - are usually not PART 43 Maintenance, Preventive Maintenance, Etc. 43.13B Part 43 does not apply to experimental aircraft, it is highly important that people know this (Refer to AC 20-27D) PART 45 Identification and Registration Marking 45.1 Identification of aircraft and engines 45.11 Identification of aircraft and engines and also plate required 45.13 Identification Data & Plates 45.21 General 45.22 Exhibition, Antique & Other Special Rules 45.23 Experimental Number Size, Display of Marks 45.25 Location of Marks 45.27 Location of marks, non-fixed wing aircraft 45.29 Size of marks, small N numbers ok'd PART 47 Aircraft Registration 47.1 Applicability 47.3 Required Registration 47.5 Applicants 47.7 Who can register an aircraft 47.11 Evidence of Ownership 47.15 What ID numbers can be used 47.17 Fees 47.19 Registry Address 47.31 Certificate Application 47.33 Certificate Registration 47.39 Effective Date of Registration 47.41 Duration and Return of Certificate 47.45 Change of Address PART 49 Recording of Aircraft Titles & Security Documents 49.11 Addresses 49.15 Fees PART 61 Certification of Pilots & Flight Instructors 61.31(h)(3) Rating not required for Experimental aircraft unless operating limits specifically require it. PART 65 Certification of Airmen Other Than Crew Members (Repairman's Certificates) 65.1 Applicability 65.11 Application and Issue 65.101 Repairman, Eligibility Requirements 65.103 Repairman's Certificate, Privileges & Limitations 65.104 Repairman's Certificate, Experimental Aircraft Builder 65.105 Display of Repairman's Certificate PART 91 General Operation and Flight Rules 91.7 Civil Aircraft Airworthiness 91.9 Operating limits and marking requirements 91.101 Applicability 91.171 VOR equipment check for IFR flight 91.203 Certifications required 91.205 Instruments and equipment required (VFR, IFR) 91.207 Emergency Locator Transmitters 91.215 Mode C to Mode s 7-1-92 91.319 Operating limits for experimental aircraft 91.413 ATC transponder tests and inspections required every two years - --=====================_866674567==_ Content-Type: text/plain; charset="us-ascii" ________________________________ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand - --=====================_866674567==_-- ------------------------------ End of krnet-l-digest V1 #43 ****************************