From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Sunday, January 24, 1999 12:10 AM To: kr-net digest recipients Subject: kr-net digest: January 23, 1999 KR-net users group Digest for Saturday, January 23, 1999. 1. Air Brake Installation 2. Re: Trim Systems 3. Re: Flutter 4. Engine Drawings 5. Re: side mount control 6. Re: Trim Systems 7. Re: Trim Systems 8. Dr.Deans KR? fuselage 9. Finally ! 10. Bill Clinton's Bonanza Crash 11. Re: Air Brake Installation 12. Re: Trim Systems 13. Re: Trim Systems 14. Re: Trim Systems 15. Re: Trim Systems 16. RE: New bird comes in a little heavy? 17. Looking for preformance info. 18. Re: Flutter 19. Re: Wing Tank To Header Tank Pump Control 20. Re: side mount control 21. Canopy 22. Re: Trim Systems 23. Re: Dr.Deans KR? fuselage 24. Re: side mount control 25. Re: side mount control 26. Re: Wing Tank To Header Tank Pump Control 27. EA81T Fuel Injection ---------------------------------------------------------------------- Subject: Air Brake Installation From: "Bernard Morris" Date: Sat, 23 Jan 1999 09:59:26 +0100 X-Message-Number: 1 This is a multi-part message in MIME format. ------=_NextPart_000_0015_01BE46B7.0FC0B6C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello, I'm Brian Normington based in the U.K. and having built and flown = my for the past eight years. I would like to hear from anyone with any = knowledge or experience of fitting an "Airbrake". Information wanted for = airbrake installation on a standard KR2 with retractable gear:- e.g. - = dimensions of airbrake, position on fuselage, method of operation plus = any other advice you believe would be of interest to me. Thanks in advance - Brian=20 ------=_NextPart_000_0015_01BE46B7.0FC0B6C0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hello, I'm Brian Normington based in = the U.K.=20 and having built and flown my for the past eight years. I would like to = hear=20 from anyone with  any knowledge or experience of fitting an=20 "Airbrake". Information wanted for airbrake installation on a = standard=20 KR2 with retractable gear:- e.g. - dimensions of airbrake, position on = fuselage,=20 method of operation plus any other advice you believe would be of = interest to=20 me.
    Thanks in advance = -=20 Brian 
------=_NextPart_000_0015_01BE46B7.0FC0B6C0-- ---------------------------------------------------------------------- Subject: Re: Trim Systems From: KR2616TJ@aol.com Date: Sat, 23 Jan 1999 08:08:19 EST X-Message-Number: 2 In a message dated 1/23/99 2:07:46 AM Eastern Standard Time, miketnyc@juno.com writes: << By the way, I would never bother with a position indicator on a trim system, since I think they're useless. I set trim with the indicator only on the first takeoff of the day, and I could just look at the trimtab to do that instead. >> It sure makes it easier to know where the tab is set at, since you can't see the tab from the cockpit. I mounted my MAC servo on an aluminum bracket and mounted that to the rear of the elevator spar. The MAC servo is built so that you would think it was designed for the stock KR elevator..............perfect fit. There are three different travel lengths for the MAC servo, .7(4A), .95(6A) and 1.3(8A) in. I used the .7 although the the .7 and .95 are the same price; with that being the case the .95 is probably the way to go. The more, the better :-). With the MAC system you get the servo, rocker switch, position indicator, pushrod and attachment forks. You can buy the items separate if you don't want the indicator. The wire system is color coded to match the servos and the rocker switch, makes for an easy installation (draw my as# a picture and I can do it). I would post some pictures but suffice to say for now, I'm doing a little work on my horizontal stab and elevator right now, hint..............go look at Dr. Dean's web page. Pictures of that to follow. Dana Overall Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ---------------------------------------------------------------------- Subject: Re: Flutter From: Donald Reid Date: Sat, 23 Jan 1999 08:45:32 -0500 X-Message-Number: 3 Douglas Dorfmeier wrote: > Instructions for Alleron > balancing are included in the RR Contruction Manual, but in addition > rudder and elevator flutter could also become issues. Anyone have ideas > about reducing the possibility of flutter in the elevator and rudder? As a first step, all of the surfaces would be balanced as much as possible. It is usually more difficult to balance the rudder, but the rudder is much less likely to undergo flutter. There is a reason why this is true, but it takes a while to explain. The next step is to perform calculations on the stiffness of the control surface and the body to which it is attached. It is possible to calculate the resonance frequency of the surfaces and get an idea of how close the design is to that resonance. The step after that is to do a shaker test of the aircraft to actually measure the frequency, but that takes specialized equipment and a lot of training. The last step is to go fly it and gradually work up to the max speeds. I know enough about vibration theory to know that I will be doing the first step, and then proceeding to the last step. -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Engine Drawings From: Donald Reid Date: Sat, 23 Jan 1999 08:48:08 -0500 X-Message-Number: 4 Does anyone out there have a three-view drawing of a Continental O-200 (or similar) that is in an AUTOCAD compatible format? -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Re: side mount control From: CruzJ12@aol.com Date: Sat, 23 Jan 1999 09:00:31 EST X-Message-Number: 5 Does anyone have sketches of a single control stick located on the side of fusalage? ---------------------------------------------------------------------- Subject: Re: Trim Systems From: "Dean Collette" Date: Sat, 23 Jan 1999 08:40:36 -0600 X-Message-Number: 6 I'm wondering - Do these servos use voltage to hold the position, or is it some kind of locking mechanism? What happens to the position indicator if the servo slips? In other words, does the indicator let you know what the true position is or is it tied to what you tried to dial in? Dean mailto:drdean@execpc.com Web Site at http://www.execpc.com/~drdean/home.htm ---------------------------------------------------------------------- Subject: Re: Trim Systems From: KR2616TJ@aol.com Date: Sat, 23 Jan 1999 09:55:58 EST X-Message-Number: 7 In a message dated 1/23/99 9:37:44 AM Eastern Standard Time, drdean@execpc.com writes: << Do these servos use voltage to hold the position, or is it some kind of locking mechanism? What happens to the position indicator if the servo slips? In other words, does the indicator let you know what the true position is or is it tied to what you tried to dial in? >> The MAC does not use voltage to hold their positions. They are internally geared and hold their position when the power is off. I just tried to pull and push the pushrod by hand, since it is unattached with my molification underway and I can't move it. MAC says they generate a maximum thrust of 40 lbs. under power. By the way the amps. are next to nothing. My guess on the slip question is it would show the position that the internal gears are tied to the indicator and not tied to the pushrod itself, only a guess. I can't imagine it slipping. You position the servo in what you want neutral to be and then set screw the position needle centered on your position indicator. Dana Overall Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ---------------------------------------------------------------------- Subject: Dr.Deans KR? fuselage From: MARKETOWL@aol.com Date: Sat, 23 Jan 1999 11:12:50 EST X-Message-Number: 8 Dr. Deans KR2? After reviewing this great website I was left with many questions. Any help or comments would be greatly appreciated. 1. Does this construction method offer any weight savings over the plywood skining method. 2. Also any Ideas of the time added to normal the construction procedure. 3. What are the average weights of finished KR's 4. Has anyone put together a KR registery which list spec,s on completed planes Thanks so much, I love to review all of the posting and will be starting my project in the next few months. Rich Remund Hoboken NJ ---------------------------------------------------------------------- Subject: Finally ! From: Troy Johnson Date: Sat, 23 Jan 1999 10:33:59 +0000 X-Message-Number: 9 Okay gang.... After a 1 1/2 years on this list, I finally ordered my wood ! Woohoo ! The workbench is ready, the garage is organized and I am ready to start building ! Troy ---------------------------------------------------------------------- Subject: Bill Clinton's Bonanza Crash From: "Michael C. Taglieri" Date: Sat, 23 Jan 1999 12:46:59 EST X-Message-Number: 10 I noticed a fascinating thing in Dale Bumper's Senate speech defending Bill Clinton (complete available on the NY Times Web page). Bumpers was a senator from Arkansas and goes back a long way with Clinton. In discussing their old political campaigns together when he was Senator and Clinton was Governor, Bumpers reminisces about the time when "we crashed" a twin Bonanza in an airport snowbank on the way to a political dinner. (Bumpers joked that they were unharmed, to the disappointment of many who were hoping to succeed them in their respective offices). Usually a person would say he was "in a plane crash" if he had nothing to do with how that crash occurred, so does that mean Bumpers (or maybe Clinton) is a pilot? I assume it would be Bumpers, since if Clinton were a pilot we'd have heard about it before this, but the "we crashed" suggests they were both somehow involved in piloting at the time. Does anyone know more about this incident? Mike Taglieri ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ---------------------------------------------------------------------- Subject: Re: Air Brake Installation From: "Brian J. Bland" Date: Sat, 23 Jan 1999 11:23:48 -0600 X-Message-Number: 11 This is a multi-part message in MIME format. ------=_NextPart_000_0021_01BE46C2.D868D020 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Go take a look at: http://www.geocities.com/CapeCanaveral/Hangar/4136/ideas.html Down toward the bottom are a couple of drawings of different speed = brakes. Brian J Bland Claremore, OK Mail to: brianbland@netzero.net http://www.flight2000.com/hangar/KR-2S/ -----Original Message----- From: Bernard Morris To: KR-net users group Date: Saturday, January 23, 1999 3:02 AM Subject: [kr-net] Air Brake Installation =20 =20 Hello, I'm Brian Normington based in the U.K. and having built and = flown my for the past eight years. I would like to hear from anyone with = any knowledge or experience of fitting an "Airbrake". Information = wanted for airbrake installation on a standard KR2 with retractable = gear:- e.g. - dimensions of airbrake, position on fuselage, method of = operation plus any other advice you believe would be of interest to me. Thanks in advance - Brian=20 ------=_NextPart_000_0021_01BE46C2.D868D020 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Go take a look at:
ht= tp://www.geocities.com/CapeCanaveral/Hangar/4136/ideas.html
 
Down toward the bottom are a couple of drawings of = different=20 speed brakes.
 
Brian J Bland
Claremore, = OK
 
Mail to: brianbland@netzero.net
http://www.flight2000.com= /hangar/KR-2S/
-----Original = Message-----
From:=20 Bernard Morris <jodel@ctv.es>
To: = KR-net users=20 group <kr-net@telelists.com>
D= ate:=20 Saturday, January 23, 1999 3:02 AM
Subject: [kr-net] = Air Brake=20 Installation

Hello, I'm Brian Normington = based in the=20 U.K. and having built and flown my for the past eight years. I would = like to=20 hear from anyone with  any knowledge or experience of fitting = an=20 "Airbrake". Information wanted for airbrake installation = on a=20 standard KR2 with retractable gear:- e.g. - dimensions of airbrake, = position=20 on fuselage, method of operation plus any other advice you believe = would be=20 of interest to me.
    Thanks in = advance -=20 Brian 
------=_NextPart_000_0021_01BE46C2.D868D020-- ________________________________________________________ NetZero - We believe in a FREE Internet. Shouldn't you? Get your FREE Internet Access and Email at http://www.netzero.net/download.html ---------------------------------------------------------------------- Subject: Re: Trim Systems From: "Michael C. Taglieri" Date: Sat, 23 Jan 1999 13:05:39 EST X-Message-Number: 12 << By the way, I would never bother with a position indicator on a trim > system, since I think they're useless. I set trim with the indicator > only on the first takeoff of the day, and I could just look at the > trimtab to do that instead. >> > >It sure makes it easier to know where the tab is set at, since you can't see >the tab from the cockpit. I understand that, but the point was why does anyone need to know where the tab is set during the course of a flight? You're going to preflight the plane before takeoff (I hope), so if you want to check the setting for initial takeoff you can get a close-up view then. On certified planes, I have NEVER looked at the indicator during touchdown of a touch & go to adjust the trim, nor has any instructor ever said I should. So if the only time you ever actually use this thing is to show you something you could see during preflight, why do you need it? Mike Taglieri ------------------------------------------------------- "May your life be full of lawyers" -- Mexican curse ------------------------------------------------------- ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ---------------------------------------------------------------------- Subject: Re: Trim Systems From: boggyd@webtv.net (D Bogdan) Date: Sat, 23 Jan 1999 12:26:40 -0600 (CST) X-Message-Number: 13 i find the trim tab indicator useful during touch and go's while it is inconvenient to check tab position any other way regards, d ---------------------------------------------------------------------- Subject: Re: Trim Systems From: Mike Mims Date: Sat, 23 Jan 1999 10:31:38 -0800 X-Message-Number: 14 D Bogdan wrote: > i find the trim tab indicator useful during touch and go's while it is > inconvenient to check tab position any other way I think I have to agree with Mike T on this one. After you have flown a particular airplane for a while the only time you will use the indicator is just before take off. All other adjustments will be made by feel. The indicator is nice but not really required. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims SP290 (Sky Pig 290) ,..Building Cowling now mailto:mikemims@home.com http://www.geocities.com/CapeCanaveral/Hangar/4136/ Aliso Viejo Ca ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: Trim Systems From: KR2616TJ@aol.com Date: Sat, 23 Jan 1999 13:31:58 EST X-Message-Number: 15 In a message dated 1/23/99 1:06:45 PM Eastern Standard Time, miketnyc@juno.com writes: << On certified planes, I have NEVER looked at the indicator during touchdown of a touch & go to adjust the trim, nor has any instructor ever said I should. So if the only time you ever actually use this thing is to show you something you could see during preflight, why do you need it? Mike Taglieri >> Lets see now, somewhere I seem to recall seeing a checklist that said "check elevator trim setting, adjust for takeoff". Only kidding Mike, you thought I was going to drag out the soapbox again, huh :-). With it being electric and the rocker switch mounted just above my throttle, you never know, the rocker switch just might get hit during taxi and it's nice to be able to look at the indicator while at the end of the runway just to make sure that everything is still where it was when I did my runup on the ramp. I for one, do check the fuel, oil pressure, radios, flaps, etc., one more time and yes the trim setting on my 172 just before I pour the power to it. With the engine running and my headphones on, it's a little though to hear that little servo motor in the elevator running. This is your last chance area, I like the piece of mind. Question, why do people mark their mechanical trim mechanisms with a takeoff mark? Why do you need it? Sometimes you just need something "cool"...............do I "need" my CD player wired through my panel mount intercom, nah but it sure is "cool". Dana Overall Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ---------------------------------------------------------------------- Subject: RE: New bird comes in a little heavy? From: "J.C. MARAIS" Date: Sat, 23 Jan 1999 21:15:46 +0200 X-Message-Number: 16 > Blandford, Carlton C wrote: > My bird comes in at 740 pounds but i have 115HP up front, this one is > scheduled to fly on 6/2/99. > Hi Carlton, Good to see somebody ready to start testing. What engine did you use that gives you 115hp? Where do you stay? I am in Centurion (Verwoerburg) near Pretoria, and would like to see your plane if you are in this area. I am busy converting an EA81T. Actually I am planning to, since I am still looking for an fuel injection controlling unit. If we have anybode from JAPAN on this list, I would like to hear from you - maybe we could do some business!! This morning I've been to a company that builds reduction drives both for VW and Subaru. I looked reallly good, but at R10 000 (about US$1660) I am not sure if I should jump at it, or rather look at units available from USA. What could one expect to pay for an internal gear unit? Regards. JC ---------------------------------------------------------------------- Subject: Looking for preformance info. From: "Dan Cottle" Date: Sat, 23 Jan 1999 11:47:6 X-Message-Number: 17 I'm looking at buying a kr2 from a fellow I know of. This machine has the restricted hours just flown off and at first glance appears to be well built. It has a HAppi engine, really no panel, and only a test fuel tank (about 8 gallons). According to the owner at 3100 rpm he is getting about 130mph and flat out 155. I guess I forgot to mention its a retractable. I'm wondering what other people are getting? The M/T weight is 550. What I'd like to do is up the fuel to a long distance machine, upgrade the panel, and look for and engine that will push the cruise to near the book numbers.Another thing I'm curious about is gross weight. According to Rand the gross is 900 if I do anything with fuel I think I'd run out of the envelope real quickly. I see in a few pages gross weights higher than published? What is the rule there with these homebuilts? Any info would be appreciated. I haven't decided to buy it yet. If I hear of some folks getting 180-200 mph and a little range I might buy it. I don't mind sepending a few dollars I already own a tri-pacer.. (A family plane) Now I'd like a travelling toy. Thanks again. ---------------------------------------------------------------------- Subject: Re: Flutter From: "RONALD R. EASON" Date: Sat, 23 Jan 1999 16:07:18 -0600 X-Message-Number: 18 YES, Counterbalance weights. Ron At 05:45 PM 1/22/99 -0800, you wrote: >Douglas Dorfmeier wrote: > >> <<< Anyone have ideas about reducing the possibility of flutter in the >> elevator and rudder?>>>> >> >> Doug Dorfmeier >> Concord, Ca. >> > >Yeah, I balanced everything as should everyone if they plan to go fast (or >try to at least). > > > >-- >zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz >Micheal Mims >SP290 (Sky Pig 290) ,..Building Cowling now >mailto:mikemims@home.com >http://www.geocities.com/CapeCanaveral/Hangar/4136/ >Aliso Viejo Ca >^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ > > > >--- >You are currently subscribed to kr-net as: jrlkc@mindspring.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: Wing Tank To Header Tank Pump Control From: "RONALD R. EASON" Date: Sat, 23 Jan 1999 16:12:34 -0600 X-Message-Number: 19 Will your control autmatically alternate the right and left wing tank pumps? Ron At 10:43 PM 1/22/99 -0500, you wrote: >My KR1 has a flot in the tank that fills the header tank from the wing. This >is Automatic. I also have elec. devises to switch tanks I have 2 tanks in >each wing. >The switch that controls the punps is from Aircraft Spruce catalog and is a >low fuel switch. I can overide the switch and remove fuel out of aby tank or >no tanks. >RWM > >-----Original Message----- ---------------------------------------------------------------------- Subject: Re: side mount control From: NFCKR3@aol.com Date: Sat, 23 Jan 1999 18:07:04 EST X-Message-Number: 20 I don't have any sketches but I have one. I bought Don Betchan's KR with a side mounted stick and it really works great, also makes for easy entry and exit. If you want I will shoot some photos and or make a crude sketch. It looks to me like it is simpler than the rand system. Skip Carden and 250KB ---------------------------------------------------------------------- Subject: Canopy From: "Robert Sauer" Date: Sat, 23 Jan 1999 17:07:56 -0600 X-Message-Number: 21 Some time back, someone mentioned purchasing a canopy thru a Canadian maker of same. Would you please respond with information about the source, either on the net or by private email. I am building a KR2S and am at the stage where I need the canopy. Does anyone out there have a KR2S canopy and frame they would like to sell??? Bob ---------------------------------------------------------------------- Subject: Re: Trim Systems From: "Tom Andersen" Date: Sat, 23 Jan 1999 20:29:28 -0500 X-Message-Number: 22 Mike T, You got me thinking and you're right about the indicator. It's darn near useless! If it's checked during preflight you're done with it. I don't find myself ever checking the indicator for touch and go's either. The only time I even adjust the trim is if it was a short-field landing approach where more trim than normal was used, and all I really do is just put a few notches of down trim in. I always thought it was required by FAR's just like carb heat though? If I made a mechanical indicator pushrod strong enough, if the R/C servo failed I could grab the indicator itself and move the trim manually, (at least center it) sort of like a built-in backup system. (The MAC unit would not allow this.) Most guys are NOT using voltage to hold the servo's position on the more simple R/C servo setups because the resistance in the gears is enough to do the job. Interestingly, the more expensive servos have coreless motors, ball bearings on the outputs and fine mesh gears, which amounts to less internal resistance which makes them unsuitable for this usage. The cheapest 1/4 scale size servo is the best candidate for the simple system in which you remove the circuit board and run 3 volts directly to the servo. It drives rather slowly but works. (I believe Bobby Muse has it this way on his plane). There's a Team HiMax with a 9V battery, apparently the internal resistance of the 9V battery slows the action of the servo despite the 9V which would normally move the servo lock to lock in about .5 second. -Tom > >...why does anyone need to know where >the tab is set during the course of a flight? >Mike Taglieri > ---------------------------------------------------------------------- Subject: Re: Dr.Deans KR? fuselage From: "Dean Collette" Date: Sat, 23 Jan 1999 19:34:33 -0600 X-Message-Number: 23 Well, let me see what I can tell you about this. >1. Does this construction method offer any weight savings over the plywood >skining method. My fuselage glassed inside and out with the center spars weighs in at 52 lbs. I think the average KR2S at the same point during construction weighs about 70 lbs. And, since your next question is "how strong is it?" For the purposes of illustration - I can put the main spar and the aft tail on sawhorses and JUMP, yes jump up and down on the floor. She flexes a little bit (it's supposed to,) but that's it. >2. Also any Ideas of the time added to normal the construction procedure. Having never built the regular type of fuselage, I really don't have any idea how the two compare. I can tell you that I spent just a little over 300 hours to get it to the stage that you see in the photos. Now, keep in mind, that this doesn't even begin to approach the hours that were spent in front of the computer (CAD) figuring out how to build it this way. Let me again re-state (because it's important) that the dimensions of the standard KR2 or KR2S airplanes WILL NOT WORK with this type of construction method. Don't even try it - you will wind up with an expensive pile of garbage that you can't fly. >3. What are the average weights of finished KR's >4. Has anyone put together a KR registery which list spec,s on completed >planes I'll let someone else address these issues. To all of you that have sent emails about my fuselage - Thanks for the great comments and support. When you go out on a limb to try something new, usually there are a few folks that want to shoot you down. I have had nothing but support for this, and I do appreciate it. I can't possibly answer all of the emails personally (although I have sent as many as I could,) but I will try to answer some of the questions that I get over and over again. "Will there be plans available?" Yes, if this thing works like it is supposed to, plans will be available. "Can I build this now?" I won't sell a "set of plans to build an airplane" as yet. Since this is untested, the liability is something that I am not willing to accept. But due to the overwhelming response, I am considering "selling the technology." What that means is that I MIGHT sell the drawings with the dimensions that you need for the fuselage, layup schedule, wood dimensions, bill of materials etc. But, I have to find out much more information first. This would be akin to beta testing. If you send me email to fact that you are interested, we'll talk. As far as looking at the pictures and trying to build this, I suppose you could, but, keep in mind that the time and effort in designing this fuselage alone is staggering - That's how I know that the KR dimensions won't work. The other thing that you have to consider is that when you change anything on an airplane, that change effects many other things. So, when you change something as substantial as the fuselage - Whoa, baby - EVERYTHING else has to change. "Are you going to market a "new airplane?" Eventually, that is the plan. (Hold on to your shorts for this one) There is a new company, that is coming on-line. It has been formed by three of us here on KRNet (myself, included.) This company will be dedicated to making things better for KR builders. That means high quality - low cost parts, plans that are actually useable, improved building techniques, improved performance, and real builder support. Haven't you ever looked at the set of plans and said to yourself, "there's gotta be a better way to do this." Well there is. We'll sell it to you, and it won't cost an arm and a leg to get it either. Our intention is to sell things that will make the building process easier, safer, less expensive, and enhance the performance of the airplane. "What about a 4-place?" I'm all over that. It won't be anytime soon, but things are definitely in the works. In fact the design process has already begun. "I don't want to wait, I want to build it now?" Send me private email. "You are going to cause a RR revolution - ?" Evolution, not revolution. "Does Rand-Robinson know about this?" Yes, but RR does not endorse, or condone this. "How much does it cost?" Well, just like everything else in homebuilt aircraft, the price to build this is variable depending on the source. The wood and fiberglass runs about $750, not including the spars. I have no idea how this compares to the current costs of the fuselage wood for the KR. "Tell me more about that tail -" The short version of it is this; The tail was specifically designed for the KR2 and KR2S. It corrects the pitch sensitivity. You will hear much more about this tail in the near future. There will be 2 kits available. One is for the initial builder, and the other is a retro-fit kit. Again, thanks for the tremendous support. I will try to keep the website as up to date as possible. Dean mailto:drdean@execpc.com Web Site at: http://www.execpc.com/~drdean/home.htm ---------------------------------------------------------------------- Subject: Re: side mount control From: CruzJ12@aol.com Date: Sat, 23 Jan 1999 20:49:47 EST X-Message-Number: 24 I sure would appreciate that sketch...thanks Joe ---------------------------------------------------------------------- Subject: Re: side mount control From: CruzJ12@aol.com Date: Sat, 23 Jan 1999 21:07:22 EST X-Message-Number: 25 thanks skip ---------------------------------------------------------------------- Subject: Re: Wing Tank To Header Tank Pump Control From: "R.W. Moore" Date: Sat, 23 Jan 1999 22:34:27 -0500 X-Message-Number: 26 Yes, with the switching devise I have you and feed from any tank or no tank at all. I have a aux pannel to control the pumps, one pump (facit) for each wing. The pumps are controled by the switch in the tank. The switching devise came from J. C. Whitney and is used to switch tanks on trucks. On my aux. panel I have lights that tell me what tank is being used. I can overide the switch in the tank if I need to. This comes from the idea that the Ercoupe I once owned the fuel pump pumped all the time, however with the Ercoupe the overflow goes back in to the wing tanks. I did not think about doing this until too late. but I wanted to reduce the work load on the pilot. My plane has 4 tanks in the wings. I will strat flying with the outter tanks and work in. If a wing gets heavy I can close of the wing to keep from taking guel from the light wing. With this system you cannot take fuel from both wing tanks in one wing, but you can from any one tank in one wing. I hope this is helpful, Sincerely, RWM -----Original Message----- From: RONALD R. EASON To: KR-net users group Date: Saturday, January 23, 1999 5:13 PM Subject: [kr-net] Re: Wing Tank To Header Tank Pump Control >Will your control autmatically alternate the right and left wing tank pumps? > >Ron > >At 10:43 PM 1/22/99 -0500, you wrote: >>My KR1 has a flot in the tank that fills the header tank from the wing. This >>is Automatic. I also have elec. devises to switch tanks I have 2 tanks in >>each wing. >>The switch that controls the punps is from Aircraft Spruce catalog and is a >>low fuel switch. I can overide the switch and remove fuel out of aby tank or >>no tanks. >>RWM >> >>-----Original Message----- > > >--- >You are currently subscribed to kr-net as: rwmoore@alltel.net >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: EA81T Fuel Injection From: "w.g. kirkland" Date: Sun, 24 Jan 1999 01:03:41 -0500 X-Message-Number: 27 W.G. KIRKLAND kirkland@vianet.on.ca JC Marais indicated he is looking for an electronic control for the fuel injection system on his Ea81. I'm also looking for one. I have the mpfi and the original computer but the turbo was toast so I reverted to the regular pistons when we rebuilt the engine. I'll have to see if I can make the computer work without the Turbo. You might check out www.fsautoparts.com for subaru parts. Most R drives I've priced run about 2000 to 2500 Can. If your mechanically inclined the transmission from the old ford mustangs has a very neat 3:1 and 2:1 planetary gear sets that would make a nice direct reduction drive. JC let me know if you get urs working. --- END OF DIGEST --- You are currently subscribed to kr-net as: johnbou@timberline.com To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com