From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Wednesday, July 21, 1999 12:15 AM To: kr-net digest recipients Subject: kr-net digest: July 20, 1999 KR-net users group Digest for Tuesday, July 20, 1999. 1. My First flight 2. Re: ELT'S 3. Re:45 deg plywood 4. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 5. Re: FW: Cooling Problems 6. Re: ELT'S 7. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 8. Re: Emergency Procedures (in light of how not to get out) 9. Re: My First flight 10. Re: Emergency Proceedures (in light of how not to get out) 11. Re: FW: Cooling Problems 12. Re: FW: Cooling Problems 13. Re:45 deg plywood 14. Re: Noise Cancelling Circuit 15. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 16. Re: FW: Cooling Problems 17. RE: Filling/ Priming 18. Re: antenna electrical question 19. Hollydays 20. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 21. Re: Grain direction 22. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 23. more on spars 24. Re: Fuel Lines 25. Re: Emergency Proceedures (in light of how not to getout) 26. Re: My First flight 27. Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question 28. Pannel PlannerCD 29. Re: FW: Cooling Problems 30. KR Gathering 31. Re: Open Canopy 32. Re: FW: Cooling Problems 33. Re: Bob Sauer 34. Re:45 deg plywood 35. Re: FW: Cooling Problems 36. Re: Filling/ Priming 37. Re: FW: Cooling Problems 38. glues 39. Re: FW: Cooling Problems 40. Re: glues 41. thanks to many-fuel tanks and gear legs 42. Little corner blocks 43. Re: FW: Cooling Problems 44. Re:45 deg plywood 45. Re: My First flight 46. Smooth Prime 47. Re: Pannel PlannerCD 48. Re: Little corner blocks 49. Re: more on spars 50. Re: FW: Cooling Problems 51. Re: thanks to many-fuel tanks and gear legs 52. Re: 2S aircraft located in Northwest 53. Re: stupid question of the day 54. West System Epoxy, for fuel tanks not first choice 55. Re: ELT'S 56. Re: Cockpit Fires 57. Re: thanks to many-fuel tanks and gear legs ---------------------------------------------------------------------- Subject: My First flight From: "Wolf Packs, Inc." Date: Tue, 20 Jul 1999 00:35:40 -0700 X-Message-Number: 1 --=====================_20882783==_.ALT Content-Type: text/plain; charset="us-ascii" Sunday was a great day for my first flight (the KR flew last week, photo's on web site). No wind, clear skies, 80 degrees, and everything worked out fine. I flew for a little over an hour and had a BLAST! Biggest rush I've had in a long time. Sorry, no new photo's to show you. It was a stealth flight, minimal ground personnel. Minimal pressure. I got lucky and flew in a friends Glasair right before the KR, he let me do a few approaches to get oriented with the area. It was a huge help to see and feel the pattern before trying it on my own. I have 70 hrs. total time in my log book (15 of that is in gliders & 3 hrs. in a Katana) so I'm NOT an authority on anything, but the Glasair was harder for me to get used to than the KR was. Maybe because I've taxied the KR for a few hours. The only thing that surprised me was how high the nose was right before touch down. I must have given it too much back stick in those last few seconds. The landing was fine, with no bounce or drop, but I wish I had been looking out to the side while doing all those (nose gear) wheelies down the runway. Then I would have been more comfortable with not being able to see over the cowling. One other suggestion for new pilots like myself. Use a sailplane pilot's parachute if possible. The emergency type I wore (made by Strong) was bulky and made it hard to work the rudder pedals because my knees were hitting the panel. I almost didn't fly because of it. It took three trips down the runway to make me feel okay with it. I did do some quick exit tests (at the hangar, not on the runway :-) and had no problem with the bulk on my back. I'm sure that in the air it would be much harder to get out. She climbed at around 500 fpm full throttle showing 2,600 rpm (HAPI 1835cc VW, single Mag, no wheel pants yet) up to 4,000 AGL without getting even close to hot. Too rich maybe. I had her up to 130 mph in level flight, showing 2900 rpm at full throttle. I'll look into getting the rev's up where they should be in the next few flights. I can't wait to get up there again! Paul Martin Ashland, OR www.wolfpacks.com/KR --=====================_20882783==_.ALT Content-Type: text/html; charset="us-ascii" Sunday was a great day for my first flight (the KR flew last week, photo's on web site).  No wind, clear skies, 80 degrees, and everything worked out fine.  I flew for a little over an hour and had a BLAST!  Biggest rush I've had in a long time.  Sorry, no new photo's to show you.  It was a stealth flight, minimal ground personnel.  Minimal pressure.

I got lucky and flew in a friends Glasair right before the KR, he let me do a few approaches to get oriented with the area.  It was a huge help to see and feel the pattern before trying it on my own.  I have 70 hrs. total time in my log book (15 of that is in gliders & 3 hrs. in a Katana) so I'm NOT an authority on anything, but the Glasair was harder for me to get used to than the KR was.  Maybe because I've taxied the KR for a few hours.

The only thing that surprised me was how high the nose was right before touch down.  I must have given it too much back stick in those last few seconds.  The landing was fine, with no bounce or drop, but I wish I had been looking out to the side while doing all those (nose gear) wheelies down the runway.  Then I would have been more comfortable with not being able to see over the cowling.

One other suggestion for new pilots like myself.  Use a sailplane pilot's parachute if possible.  The emergency type I wore (made by Strong) was bulky and made it hard to work the rudder pedals because my knees were hitting the panel.  I almost didn't fly because of it.  It took three trips down the runway to make me feel okay with it.  I did do some quick exit tests (at the hangar, not on the runway :-) and had no problem with the bulk on my back.  I'm sure that in the air it would be much harder to get out.  
 
She climbed at around 500 fpm full throttle showing 2,600 rpm (HAPI 1835cc VW, single Mag, no wheel pants yet) up to 4,000 AGL without getting even close to hot.  Too rich maybe.  I had her up to 130 mph in level flight, showing 2900 rpm at full throttle.  I'll look into getting the rev's up where they should be in the next few flights.  I can't wait to get up there again!

Paul Martin
Ashland, OR
www.wolfpacks.com/KR ---------------------------------------------------------------------- Subject: Re: ELT'S From: Tim Date: Tue, 20 Jul 1999 01:39:09 -0600 X-Message-Number: 2 Dudes...; ELT's Mine worked fine...It went off from G forces on a moonless overcast night, around 10pm in the winter of 96...Cessna's do Glide...There's nothing quite like that stillness...then the sound of the soft tops of tree's dancing on the aluminium belly, as the night eats away at your glide slope and drains your Cerebral battery. Tim Forward Speed 'is' Lift/Life ---------------------------------------------------------------------- Subject: Re:45 deg plywood From: KR2616TJ@aol.com Date: Tue, 20 Jul 1999 07:29:57 EDT X-Message-Number: 3 In a message dated 7/20/99 1:43:20 AM Eastern Daylight Time, HAshraf@aol.com writes: << You can buy 45 degree plywood from Wicks. Cost is pretty high though. AS&S does not carry it though. >> Guys, just remember before you go for overkill (maybe a bad use of the English language:-) that there has been no known failure of a KR wing spar in flight. The outer main spar is one big hunk of wood. One KR has come apart, but it had been built in something like a month. Dana Overall 1999 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: "Mark Langford" Date: Tue, 20 Jul 1999 06:40:01 -0500 X-Message-Number: 4 Tim wrote: > Why isn't there any small 'cormer blocks' being used on each side of > the vertical spar members?.. Those vertical spar members are there purely to keep the caps separated and to prevent buckling. There aren't any forces trying to knock them over. By the way, I'm sure you know that aluminum has a "grain" too. Not as critical as wood's grain, but important when bending it, for sure. I'm with Dana. You can't go wrong with stock spars, if past experience is any indicator at all. Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: "John Weikel" Date: Tue, 20 Jul 1999 06:40:50 -0500 X-Message-Number: 5 Carlton, I think you are on the right track increasing radiator capacity. Sounds to me like you start building BTU's as you up the engine speed to exceed the capacity. The fact that everything is fine up to that point would seem to indicate that airflow is okay. I had a similar problem several (lots) of years ago with the same simptoms. I had the radiator's two rows of tubes replaced with a core having four rows of tubes and the engine never ran hot again. I saw a formula somewhere that showed the proper ratio of core size to engine displacement. I am sure you probably are more familar with that then I. It would be a shame to mess up the nice lines of your plane with a radiator sticking out in the wind. I read that it is better to decrease air pressure on the back side of the radiator then to improve air delivery to the front side. Sorry I can't give you a definate answer. Perhaps someone that really knows what they are talking about can lend a hand. You have a really nice looking installation, enjoyed the pictures. John W -----Original Message----- From: Blandford, Carlton C To: KR-net users group Date: Tuesday, July 20, 1999 2:06 AM Subject: [kr-net] FW: Cooling Problems > >-----Original Message----- >From: Carlton Blandford [mailto:Genesis2@iafrica.com] >Sent: 18 July 1999 11:21 >To: cblandford@mail.sbic.co.za >Subject: Cooling Problems > > >Hi Chaps, > >I need some Help! > > I just cannot get my engine to cool properly at full throttle for longer >that 2 minutes on the ground. She will keep a constant temp at any setting >below 2500 RPM. Once the throttle is advanced beyond this point the engine >overheats in about 2 minutes. (flying makes no difference) > >As some of you know I have a water-cooled VW engine installed in a standard >KR2. I've tried to mount the radiator in various positions under the engine >but to no avail. Here are some of the facts: >1. The radiator is 200mm (8") in width by 400mm (16") long by 30mm (1") >thick. (single core). >2. Pipe diameter ID is 1". >3. The thermostat has been removed. >4. The original water pump has been retained. This is a high capacity pump. >5. The RAD can only be mounted under the engine or on the belly as there is >no space on top,sides, on the firewall or in front of the engine. > >I think the RAD is too small (only holds about one litre of water) so I've >decided to make up three lengths of about 500mm (20") by 100mm (4") and >mount them behind each other. Coolant will enter the front RAD and exit the >rear one. I intend mounting this just below the firewall and have a 100mm >channel running up the bottom of the cowling to about the halfway point. > >The problem is I'm not sure if this will work? > >Will the RAD be of sufficient capacity? > >What size must the inlet area be and where is the best location on the cowl? > >What other alternatives are there? > >Thanks for any advise in advance > >The installation can be viewed at >Http://www.geocities.com/pipeline/valley/2636/eng.html > > >Regards >Carlton Blandford > > > >--- >You are currently subscribed to kr-net as: jandd@maverickbbs.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > ---------------------------------------------------------------------- Subject: Re: ELT'S From: "John Weikel" Date: Tue, 20 Jul 1999 06:51:19 -0500 X-Message-Number: 6 Mike, The technology already exists. Look at the systems (combo cell phone and GPS) that are installed in cars to aid in recovery when stolen. If you have the $$ and the desire, it is do-able. It seems to me that what was needed in this case was an automated marginal flying situation monitor that would not have allowed a low time pilot to do something not too bright that would get himself in trouble. Rich guys that do dumb things pay the same price as the rest of us. What we don't need is the FAA putting more restrictions on everyone to protect the few that can't make go/no-go decisions. John W -----Original Message----- From: garbez To: KR-net users group Date: Monday, July 19, 1999 10:42 PM Subject: [kr-net] ELT'S >I would like your thoughts on a subject that has me very upset. With the >crash of JFK Jr.'s airplane and many others, it has come to mind that the >ELT's required by the FAA don't work. More times than not searchers look >for crash sites for days or more. If the ELT worked it should take only >hours to find any signal. What's wrong with the technology that it takes so >long to find the signal if it is located at all? I understand how important >ELT's are and a great idea, but it seems they don't work as well as they >could and as they are now are just added weight. What's the answer to this >piece of equipment that is quite expensive and doesn't seem to do the job as >well as it should. We all depend on them in an emergency and would like >them to help rescures find us as soon as possible, hours not days or weeks, >or maybe not at all. Is anyone else concerned? I think we as a group could >do something to bring the awareness of the inadequate ELT into the public >eye. It seems to me with the technology of today a better more sufficient >piece of equipment could and should be designed. > >Mike and Teri Garbez N998MG > > > >--- >You are currently subscribed to kr-net as: jandd@maverickbbs.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: Aubrey Dunham Date: Tue, 20 Jul 1999 07:58:13 -0400 (EDT) X-Message-Number: 7 Tim, Well, plywood strength depends on how many plies there are. For a 3-ply sheet, the 'strong' direction is twice as strong as the 'weak' direction. So you'll want to make sure you've got the sucker oriented right. If I understand right, then the '45 degree' plywood simply means that the grain direction of the plywood runs 45 degrees to the edges. So you still have a 4x8 sheet (or whatever), but the grain is slanted. Anyways, I got to thinking about the spar web issue. When a built-up member flexes, there is a certain amount of shear that is induced along the neutral axis of the member (in this case, it would be along the centerline horizontally). Maybe they designed the spar webs to help resist that? --- Tim wrote: > Guy's, I'm not a Woodhead, but; > > Like Aircraft Plywood is either 90 or 45 degrees, > I assume this is how > the ply's (3-7) are layered. So grain direction of > the top sheet is of > interest, but I wouldn't think the orintation is as > critical in dealing > with the Spar web as perhaps Aluminium is because of > fact that the > plywood is a composite already...Which leads me to a > 'STUPID' question > dealing with the Spar construction? > > Why isn't there any small 'cormer blocks' being > used on each side of > the vertical spar members?...("Be gentle Boy's") > Tim Cramb > Cold Lake, AB > Lift/Life > > --- > You are currently subscribed to kr-net as: > aldunham@yahoo.com > To unsubscribe send a blank email to > leave-kr-net-17800J@telelists.com > > _________________________________________________________ Do You Yahoo!? Get your free @yahoo.com address at http://mail.yahoo.com ---------------------------------------------------------------------- Subject: Re: Emergency Procedures (in light of how not to get out) From: Krwr1@aol.com Date: Tue, 20 Jul 1999 07:56:38 EDT X-Message-Number: 8 Hey, after 20 years I finaly heard the full story , Paul was indeed the man , I diden't want to mention names, I bought a model airplane servo from him for my trim when I was building my KR , It was a feat for to him build a plane, being he had only one hand and a hook,If I remamber right he had a constructing Co . Bill ---------------------------------------------------------------------- Subject: Re: My First flight From: "Tom Andersen" Date: Tue, 20 Jul 1999 09:03:06 -0400 X-Message-Number: 9 Congratulations Paul, you've made it! You Da Man today! -Tom -----Original Message----- From: Wolf Packs, Inc. To: KR-net users group Date: Tuesday, July 20, 1999 3:38 AM Subject: [kr-net] My First flight >Sunday was a great day for my first flight (the KR flew last week, photo's on >web site). No wind, clear skies, 80 degrees, and everything worked out fine. >I flew for a little over an hour and had a BLAST! Biggest rush I've had in a >long time. Sorry, no new photo's to show you. It was a stealth flight, >minimal ground personnel. Minimal pressure. > >I got lucky and flew in a friends Glasair right before the KR, he let me do a >few approaches to get oriented with the area. It was a huge help to see and >feel the pattern before trying it on my own. I have 70 hrs. total time in my >log book (15 of that is in gliders & 3 hrs. in a Katana) so I'm NOT an >authority on anything, but the Glasair was harder for me to get used to than >the KR was. Maybe because I've taxied the KR for a few hours. > >The only thing that surprised me was how high the nose was right before touch >down. I must have given it too much back stick in those last few seconds. The >landing was fine, with no bounce or drop, but I wish I had been looking out to >the side while doing all those (nose gear) wheelies down the runway. Then I >would have been more comfortable with not being able to see over the cowling. > >One other suggestion for new pilots like myself. Use a sailplane pilot's >parachute if possible. The emergency type I wore (made by Strong) was bulky >and made it hard to work the rudder pedals because my knees were hitting the >panel. I almost didn't fly because of it. It took three trips down the runway >to make me feel okay with it. I did do some quick exit tests (at the hangar, >not on the runway :-) and had no problem with the bulk on my back. I'm sure >that in the air it would be much harder to get out. > >She climbed at around 500 fpm full throttle showing 2,600 rpm (HAPI 1835cc VW, >single Mag, no wheel pants yet) up to 4,000 AGL without getting even close to >hot. Too rich maybe. I had her up to 130 mph in level flight, showing 2900 >rpm at full throttle. I'll look into getting the rev's up where they should be >in the next few flights. I can't wait to get up there again! > >Paul Martin >Ashland, OR >www.wolfpacks.com/KR ---------------------------------------------------------------------- Subject: Re: Emergency Proceedures (in light of how not to get out) From: ejanssen@chipsnet.com (Ed Janssen) Date: Tue, 20 Jul 1999 08:08:38 -0500 X-Message-Number: 10 Mike, The KR-1 I made reference to, which lost its full bubble canopy, did not have a windshield, but was still controllable in flight and landing. I can imagine though, that the size and shape of the cowl, forward deck, and turtledeck would influence the flight characteristics of different KRs in "lost canopy" mode. Ed Janssen >Man obviously there has been some confusion here! When I said it would >not fly without a canopy I meant the standard (per plans) canopy. If it >were to come off you would not have a windshield. Just your face and >the flat area of the turtledeck that's behind your head. That creates >just a little too much drag for most ANY airplane to stay airborne. >zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz >Micheal Mims ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: tom Date: Tue, 20 Jul 1999 09:22:56 -0400 X-Message-Number: 11 Blandford, Carlton C wrote: > > > -----Original Message----- > From: Carlton Blandford [mailto:Genesis2@iafrica.com] > Sent: 18 July 1999 11:21 > To: cblandford@mail.sbic.co.za > Subject: Cooling Problems > > Hi Chaps, > > I need some Help! > > I just cannot get my engine to cool properly at full throttle for longer > that 2 minutes on the ground. She will keep a constant temp at any setting > below 2500 RPM. Once the throttle is advanced beyond this point the engine > overheats in about 2 minutes. (flying makes no difference) > > As some of you know I have a water-cooled VW engine installed in a standard > KR2. I've tried to mount the radiator in various positions under the engine > but to no avail. Here are some of the facts: > 1. The radiator is 200mm (8") in width by 400mm (16") long by 30mm (1") > thick. (single core). > 2. Pipe diameter ID is 1". > 3. The thermostat has been removed. > 4. The original water pump has been retained. This is a high capacity pump. > 5. The RAD can only be mounted under the engine or on the belly as there is > no space on top,sides, on the firewall or in front of the engine. > > I think the RAD is too small (only holds about one litre of water) so I've > decided to make up three lengths of about 500mm (20") by 100mm (4") and > mount them behind each other. Coolant will enter the front RAD and exit the > rear one. I intend mounting this just below the firewall and have a 100mm > channel running up the bottom of the cowling to about the halfway point. > > The problem is I'm not sure if this will work? > > Will the RAD be of sufficient capacity? > > What size must the inlet area be and where is the best location on the cowl? > > What other alternatives are there? > > Thanks for any advise in advance > > The installation can be viewed at > Http://www.geocities.com/pipeline/valley/2636/eng.html > > > Regards > Carlton Blandford > > > > Carlton, Re-check your timing. Make sure it is not too far advanced. Tom Crawford toys@atlantic.net Gainesville, FL N262TC ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: Kimball Anderson Date: Tue, 20 Jul 1999 09:25:14 -0400 X-Message-Number: 12 I'm not real up on aircraft installations, but they used to tell us in my old car-building days that it wasn't a good idea to remove the thermostat from an engine. The coolant needs a certain amount of time to absorb or radiate heat, and if it's moving too fast it can't do a proper job. The restriction provided by the thermostat slows the flow rate down and provides time for proper heat transfer. If your radiator area is marginal to begin with, removing the thermostat could actually result in a "hotter" engine. Hope this helps . . . Kimball Anderson isleno@hargray.com -----Original Message----- From: Blandford Carlton C To: KR-net users group Date: Tuesday, July 20, 1999 3:09 AM Subject: [kr-net] FW: Cooling Problems > >-----Original Message----- >From: Carlton Blandford [mailto:Genesis2@iafrica.com] >Sent: 18 July 1999 11:21 >To: cblandford@mail.sbic.co.za >Subject: Cooling Problems > > >Hi Chaps, > >I need some Help! > > I just cannot get my engine to cool properly at full throttle for longer >that 2 minutes on the ground. She will keep a constant temp at any setting >below 2500 RPM. Once the throttle is advanced beyond this point the engine >overheats in about 2 minutes. (flying makes no difference) > >As some of you know I have a water-cooled VW engine installed in a standard >KR2. I've tried to mount the radiator in various positions under the engine >but to no avail. Here are some of the facts: >1. The radiator is 200mm (8") in width by 400mm (16") long by 30mm (1") >thick. (single core). >2. Pipe diameter ID is 1". >3. The thermostat has been removed. >4. The original water pump has been retained. This is a high capacity pump. >5. The RAD can only be mounted under the engine or on the belly as there is >no space on top,sides, on the firewall or in front of the engine. > >I think the RAD is too small (only holds about one litre of water) so I've >decided to make up three lengths of about 500mm (20") by 100mm (4") and >mount them behind each other. Coolant will enter the front RAD and exit the >rear one. I intend mounting this just below the firewall and have a 100mm >channel running up the bottom of the cowling to about the halfway point. > >The problem is I'm not sure if this will work? > >Will the RAD be of sufficient capacity? > >What size must the inlet area be and where is the best location on the cowl? > >What other alternatives are there? > >Thanks for any advise in advance > >The installation can be viewed at >Http://www.geocities.com/pipeline/valley/2636/eng.html > > >Regards >Carlton Blandford > > > >--- >You are currently subscribed to kr-net as: isleno@hargray.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > ---------------------------------------------------------------------- Subject: Re:45 deg plywood From: ejanssen@chipsnet.com (Ed Janssen) Date: Tue, 20 Jul 1999 08:29:39 -0500 X-Message-Number: 13 In this particular case, as I recall, the "KR-2" was not a "true KR-2" - many airframe construction mods. Also, reports are that the main spar was borrowed from another KR-2 project, was redrilled and some holes plugged. As well, the airplane breakup, possibly initiated by a lost aileron balancing weight, occurred in high speed run under very rough air conditions. Ed Janssen One KR has come apart, >but it had been built in something like a month. > >Dana Overall ---------------------------------------------------------------------- Subject: Re: Noise Cancelling Circuit From: "Richard Parker" Date: Tue, 20 Jul 1999 07:01:55 PDT X-Message-Number: 14 You need a band pass filter and an inverter. Real common stuff. Theres a company in Texas that makes a set for David Clarks and they are reasonably priced. Theres also another company that makes noise cancelling hearing protectors for about $70. Rich Parker >Good Day to all > Can anyone help with a circuit diagram for a noise >cancelling Headset. >I would like to have a go at making a set for myself > >Anybody have any ideas of places to go to get the info I require. > >Thanks In Advance > >Peter Leonard > > >--- >You are currently subscribed to kr-net as: richontheroad@hotmail.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: Donald Reid Date: Tue, 20 Jul 1999 10:27:41 -0400 X-Message-Number: 15 Tim wrote: > Like Aircraft Plywood is either 90 or 45 degrees, I assume this is how > the ply's (3-7) are layered. So grain direction of the top sheet is of > interest, but I wouldn't think the orintation is as critical in dealing > with the Spar web as perhaps Aluminium ..... OK, here are some numbers. Anyone who is interested can make up their own mind. All data are for birch plywood and taken from ANC-18, Design of Wooden Aircraft Structures. (The thick pieces are included just to show the effect with more plys) thickness # plys parallel perpendicular 0.125" 3 15.17 5.544 0.160" 5 21.46 11.47 0.410" 7 131.1 80.91 All plys are equal thickness. The numbers are moment for fiber stress at the proportional limit in units of inch-pounds per inch of width. As to why the KR plans specify a vertical orientation, it is because Ken Rand and Stu Robinson got it wrong. -- 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: FW: Cooling Problems From: "R.W. Moore" Date: Tue, 20 Jul 1999 10:22:32 -0400 X-Message-Number: 16 A friend of mine has a Buick engine in a orignal design airplane and he installed a (12v.)electric fan that came on when the temp got to 180. He had nasa air scoops on the side of the plane. This fan stoped the heating . R. W. Moore ----- Original Message ----- From: Blandford, Carlton C To: KR-net users group Sent: Tuesday, July 20, 1999 3:06 AM Subject: [kr-net] FW: Cooling Problems > > -----Original Message----- > From: Carlton Blandford [mailto:Genesis2@iafrica.com] > Sent: 18 July 1999 11:21 > To: cblandford@mail.sbic.co.za > Subject: Cooling Problems > > > Hi Chaps, > > I need some Help! > > I just cannot get my engine to cool properly at full throttle for longer > that 2 minutes on the ground. She will keep a constant temp at any setting > below 2500 RPM. Once the throttle is advanced beyond this point the engine > overheats in about 2 minutes. (flying makes no difference) > > As some of you know I have a water-cooled VW engine installed in a standard > KR2. I've tried to mount the radiator in various positions under the engine > but to no avail. Here are some of the facts: > 1. The radiator is 200mm (8") in width by 400mm (16") long by 30mm (1") > thick. (single core). > 2. Pipe diameter ID is 1". > 3. The thermostat has been removed. > 4. The original water pump has been retained. This is a high capacity pump. > 5. The RAD can only be mounted under the engine or on the belly as there is > no space on top,sides, on the firewall or in front of the engine. > > I think the RAD is too small (only holds about one litre of water) so I've > decided to make up three lengths of about 500mm (20") by 100mm (4") and > mount them behind each other. Coolant will enter the front RAD and exit the > rear one. I intend mounting this just below the firewall and have a 100mm > channel running up the bottom of the cowling to about the halfway point. > > The problem is I'm not sure if this will work? > > Will the RAD be of sufficient capacity? > > What size must the inlet area be and where is the best location on the cowl? > > What other alternatives are there? > > Thanks for any advise in advance > > The installation can be viewed at > Http://www.geocities.com/pipeline/valley/2636/eng.html > > > Regards > Carlton Blandford > > > > --- > 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: RE: Filling/ Priming From: "Eduardo Iglesias" Date: Sun, 18 Jul 1999 11:32:01 -0300 X-Message-Number: 17 Kenny You can try with a "pipe rotating sander". Ask Kim Andesen. IŽd have godd finish with it. Eduardo -----Mensaje original----- De: Kenneth L Wiltrout Para: KR-net users group CC: kr-net@telelists.com Fecha: Jueves, 15 de Julio de 1999 11:06 p.m. Asunto: [kr-net] Filling/ Priming > >I'm working on my left wing using UV Smooth Prime. I rolled on the >required 6 coats and sanded the top of the wing. My question is: after >all that work I still have lots of weave depressions that didn't fill >properly, so I guess now it's back to the primer. I was thinking that on >my right wing maybe I should have squeeged the first coat coat on to fill >in the weave first. What do you guys think? Thanks, Kenny > >___________________________________________________________________ >Get the Internet just the way you want it. >Free software, free e-mail, and free Internet access for a month! >Try Juno Web: http://dl.www.juno.com/dynoget/tagj. > >--- >You are currently subscribed to kr-net as: emiglesias@cpenet.com.ar >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: antenna electrical question From: "Eduardo Iglesias" Date: Mon, 19 Jul 1999 11:06:01 -0300 X-Message-Number: 18 Adrian: The formula is: (Ligth speed) 300.000 /frecuency or 150.000/ frec. (There is a correction factor of -1.5% or: 295.000/frec.= lengt in centimeters . frec./147.500= lengt in centimeters). That correspond for a entire wave and a 1/2 wave respectively.. The log of the entire wave fits on the outher wing an the VS. -----Mensaje original----- De: cartera Para: KR-net users group Fecha: Lunes, 12 de Julio de 1999 08:23 p.m. Asunto: [kr-net] Re: antenna electrical question >Ross Youngblood wrote: >> >> Mark Langford wrote: >> > I'll probably never transmit on >> > the thing anyway, just listen. >> >> If it recieves good, it should transmit good as well. The only >> concern would be blowing the transmit side of your radio if there >> is a short in the antenna. >> >> -- Ross >> >> --- >> You are currently subscribed to kr-net as: cartera@cuug.ab.ca >> To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > >Hi Gang, >Ross don't you believe it, this is a fallacy, many have a tendency to >believe this but it is not true, you can receive hooked on to a barb >wire fence but not transmit. As a matter of fact hooking on to a fence >can give you around the world reception. Some compromise antennae have a >short to DC but not to RF that is why RF has to be going out for proper >tuning. There seems to be much misconception about antennae, just a >simple study on antenna theory would clarify all this. Transmission >lines on verticals which are mostly the antennae that is used is nav & >comm in aviation are 50 ohm impedance (RG58U) and dipoles are mostly 72 >ohm impedance (RG59U). Don't get carried away, it's very simple, "KISS" >Aviation antennae are usually the proper length and should not be of any >concern, there is a short, simple formula for proper length which should >not be introduced here and add to further confusion. KISS, KISS, KISS!! >-- >Adrian VE6AFY >Mailto:cartera@cuug.ab.ca >http://www.cuug.ab.ca/~cartera > > >--- >You are currently subscribed to kr-net as: emiglesias@cpenet.com.ar >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Hollydays From: "Eduardo Iglesias" Date: Mon, 19 Jul 1999 11:08:38 -0300 X-Message-Number: 19 This is a multi-part message in MIME format. ------=_NextPart_000_009A_01BED1D7.0D938CA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi I=B4m out for six days :o) Eduardo ------=_NextPart_000_009A_01BED1D7.0D938CA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Hi
I´m out for six days = :o)
Eduardo
------=_NextPart_000_009A_01BED1D7.0D938CA0-- ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: "Wayne DeLisle Sr." Date: Tue, 20 Jul 1999 11:18:27 -0400 X-Message-Number: 20 At 10:27 AM 7/20/99 -0400, you wrote: >Tim wrote: > >> Like Aircraft Plywood is either 90 or 45 degrees, I assume this is how >> the ply's (3-7) are layered. So grain direction of the top sheet is of >> interest, but I wouldn't think the orintation is as critical in dealing >> with the Spar web as perhaps Aluminium ..... > >OK, here are some numbers. Anyone who is interested can make up their >own mind. All data are for birch plywood and taken from ANC-18, Design >of Wooden Aircraft Structures. (The thick pieces are included just to >show the effect with more plys) > >thickness # plys parallel perpendicular >0.125" 3 15.17 5.544 >0.160" 5 21.46 11.47 >0.410" 7 131.1 80.91 > >All plys are equal thickness. The numbers are moment for fiber stress >at the proportional limit in units of inch-pounds per inch of width. > >As to why the KR plans specify a vertical orientation, it is because Ken >Rand and Stu Robinson got it wrong. Those numbers are revealing, especially with the thinner 3 ply material. So we should be running the grain lengthwise on the spars, just like we do on the boat. Makes sense. Thanks for the follow up, WD --------------------------------------------------------- Wayne DeLisle Sr. Charlotte, North Carolina USA mailto:dodger@accessnode.net http://accessnode.net/~dodger --------------------------------------------------------- Project Viking "Daring to venture forward from the Dark Ages" online FAQ/manual at http://www.evansville.net/~boeing/project_viking ---------------------------------------------------------------------- Subject: Re: Grain direction From: "Tobin Dunham" Date: Tue, 20 Jul 1999 08:37:46 PDT X-Message-Number: 21 Don Reid wrote: >As to why the KR plans specify a vertical orientation, it is because Ken >Rand and Stu Robinson got it wrong. Now wait a minute. This configuration is not necessarily wrong. When you have a member like a spar that is carrying the weight of the plane, you have both bending moment and shear. These stresses increase as you get closer to the root, which is one reason the spar tapers. The bending moment can be roughly translated back to tension and compression: the laminated spruce that makes the top of the spar will be in compression and the bottom laminated spruce will be in tension. Since the spruce grain is running length-wise, these pieces take the tension/compression very well. And you also have shear stress running vertically between every molecule. This runs perpendicular to the grain of the spruce, and is OK. Now, the plywood web has the grain oriented vertically for the following reason: with the top of the spar in compression and the bottom in tension, you're going to have a slight conflict at the neutral axis of the spar (in theory it's zero, but in reality there is some residual stress at the neutral axis). In other words, the plywood web will be trying to shear itself apart right in the middle, along the length of the spar. So the grain is run vertically (perpendicular to the shear). With this spar configuration, you have good protection from bending moment, lateral shear, and shear along the neutral axis. But all this is a moot point, since the plywood is built with the plies at 90-degree angles to each other. So no matter which way you orient the grain on the face, a couple of the plies will be running 90-degrees to it. Right? Toby Dunham Houston, TX homepage at http://www.geocities.com/CapeCanaveral/Runway/7013 _______________________________________________________________ Get Free Email and Do More On The Web. Visit http://www.msn.com ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: "George P. Bell" Date: Tue, 20 Jul 1999 09:29:02 -0700 X-Message-Number: 22 If the function of the spar web (plywood) is to keep the upper and lower spar caps separated, I think you would want the grain vertical since it has its greatest strength parallel (in the same direction as the grain). Compression and tension are carried by the spar caps. "Wayne DeLisle Sr." wrote: > At 10:27 AM 7/20/99 -0400, you wrote: > >Tim wrote: > > > >> Like Aircraft Plywood is either 90 or 45 degrees, I assume this is how > >> the ply's (3-7) are layered. So grain direction of the top sheet is of > >> interest, but I wouldn't think the orintation is as critical in dealing > >> with the Spar web as perhaps Aluminium ..... > > > >OK, here are some numbers. Anyone who is interested can make up their > >own mind. All data are for birch plywood and taken from ANC-18, Design > >of Wooden Aircraft Structures. (The thick pieces are included just to > >show the effect with more plys) > > > >thickness # plys parallel perpendicular > >0.125" 3 15.17 5.544 > >0.160" 5 21.46 11.47 > >0.410" 7 131.1 80.91 > > > >All plys are equal thickness. The numbers are moment for fiber stress > >at the proportional limit in units of inch-pounds per inch of width. > > > >As to why the KR plans specify a vertical orientation, it is because Ken > >Rand and Stu Robinson got it wrong. > > Those numbers are revealing, especially with the thinner 3 ply material. > > So we should be running the grain lengthwise on the spars, just like we > do on the boat. Makes sense. > > Thanks for the follow up, > > WD > --------------------------------------------------------- > Wayne DeLisle Sr. > Charlotte, North Carolina USA > mailto:dodger@accessnode.net > http://accessnode.net/~dodger > --------------------------------------------------------- > Project Viking "Daring to venture forward from the Dark Ages" > online FAQ/manual at http://www.evansville.net/~boeing/project_viking > > --- > You are currently subscribed to kr-net as: gpbell@jps.net > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: more on spars From: Aubrey Dunham Date: Tue, 20 Jul 1999 13:00:26 -0400 (EDT) X-Message-Number: 23 --- "George P. Bell" wrote: > If the function of the spar web (plywood) is to keep > the upper and lower spar > caps separated, I think you would want the grain > vertical since it has its > greatest strength parallel (in the same direction as > the grain). Compression > and tension are carried by the spar caps. George, Well, the vertical spruce spacers are there to keep the spar caps separated. The plywood web serves the same function as the web of an I-beam: to carry shear. The spar caps carry longitudinal tension and compression (a result of bending moment). To be honest, I don't think it really matters. The plywood is probably sufficiently strong in either orientation. If it's worked on this many planes, I guess we shouldn't mess with it. -Aubrey Dunham San Antonio, Tx _________________________________________________________ Do You Yahoo!? Get your free @yahoo.com address at http://mail.yahoo.com ---------------------------------------------------------------------- Subject: Re: Fuel Lines From: Bobby Muse Date: Tue, 20 Jul 1999 12:04:31 -0500 X-Message-Number: 24 At 06:51 PM 07/19/1999 -0700, you wrote: >Tim wrote: >> >> Also consider tossing any Aluminium fuel fittings and go with >> steel...twas an ole Ercoupe 'AD' after some fires. >> >> Reminds me, of when I tried to weld back on an aluminium fitting onto >> my lawnmowers aluminium gas tank. I was using that 'Airshow' Propane >> torch and those rods (you know the Guy)...Well I've never seen Butter >> Melt that fast!...it has a plastic tank now :-( > > >You guys are killing me with this aluminum bashing thing! I am sure >glad to hear that I wont have the heaviest KR after all. Everyone else, >use aluminum tubing and aluminum fittings in your KR. That's what real >airplanes are made of and if its good enough for them then its sure as >heck good enough for our KRs. Aluminum tubing works very well in >aircraft, heck a Huey with its blades out of balance doesn't shake as >much as an oil dripping Harley or Briggs and Stratton. You know why >those two engines shake so much don't you? They were designed by the >same cave man! :o) > >-- >zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz >Micheal Mims > Mike is right! As a former A&P Mechanic, I used aircraft grade 3/8"ID aluminum tubing and aluminum fittings in my KR except after the gasolater which is 1/4"ID aircraft grade flex line because my Posa can only accept a 1/4"ID fuel line. The secret word is 'aircraft grade'. If the fuel line is subject to vibration, then the line should be flexible fuel line of the highest aircraft grade. The main reason not to use steel tubing/fittings for fuel lines is that the fuel line can be exposed to water on the inside and rust can occur. Also, try not use dissimilar metals together. In other words, in the case of fuel lines don't use steel lines and aluminum fittings or vice versa. And for those that haven't found out yet, automtive fitting and aircraft fittings don't work together. The degree of flare on flare fittings are different between aircraft and automotive. I suggest that if you are interested in knowing more that you read the AS&S catalog concerning fuel lines. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: Re: Emergency Proceedures (in light of how not to getout) From: Bobby Muse Date: Tue, 20 Jul 1999 12:42:17 -0500 X-Message-Number: 25 At 10:00 PM 07/19/1999 EDT, you wrote: >Maybe i didnt explain it correctly but that is what i am saying. If there is >no windscreen or canopy the air will conform to the boby of the plane which >it will rush over the front cowling and into the cockpit and into the tail >section (creating drag) like putting on full flaps. As the earlier guy said >you over stress the engine trying to keep it flying. > > Please note that my KR(N122B) has a single gull-wing door type canopy: One day while flying my KR to a KR Gathering with nothing to do but sit back and enjoy the ride, I notice some wind noise in the cockpit. The wind noise was coming from top of my canopy at the door hinge area. I found that if I took a piece of paper(chart) and placed it near the door edge that the vacuum would suck up the paper, hold it and my wind noise went away. Therefore, I am assuming(I know) that if I wanted to, I sould be able to fly my KR without the cockpit door. I don't know if any of you guys remember but at Sun'N'Fun in about 1985,'86 or'87 that a KR Builder/Flyer did loose a single gull-wing door in flight. He landed safely. He was upset, but the next day he flew the KR home to Pennsylvannia. His first name is John. I forgot his last name. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: Re: My First flight From: Bobby Muse Date: Tue, 20 Jul 1999 12:58:46 -0500 X-Message-Number: 26 At 12:35 AM 07/20/1999 -0700, you wrote: >Sunday was a great day for my first flight (the KR flew last week, photo's on >web site). No wind, clear skies, 80 degrees, and everything worked out fine. >I flew for a little over an hour and had a BLAST! Biggest rush I've had in a >long time. Sorry, no new photo's to show you. It was a stealth flight, >minimal ground personnel. Minimal pressure. > > I can't wait to get up there again! > >Paul Martin >Ashland, OR > Congraduations, welcome to the 'Club'. The rush will always be there. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: Re: Grain direction.....who cares it's plywood...my turn at a 'STUPID' Question From: Bobby Muse Date: Tue, 20 Jul 1999 12:58:48 -0500 X-Message-Number: 27 At 07:58 AM 07/20/1999 -0400, you wrote: >Tim, >Well, plywood strength depends on how many plies there are. For a >3-ply sheet, the 'strong' direction is twice as strong as the 'weak' >direction. So you'll want to make sure you've got the sucker oriented >right. If I understand right, then the '45 degree' plywood simply >means that the grain direction of the plywood runs 45 degrees to the >edges. So you still have a 4x8 sheet (or whatever), but the grain is >slanted. > Plywood gain orientation either 90 or 45 degrees is based upon the orientation of each layer of the plywood to each other. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: Pannel PlannerCD From: "The Stones" Date: Tue, 20 Jul 1999 14:11:48 -0400 X-Message-Number: 28 Have recieved and used it to good advantage. Tomorrow will see it on its way to Wayne Delisle N.C. Tim S. ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: Bobby Muse Date: Tue, 20 Jul 1999 13:10:45 -0500 X-Message-Number: 29 At 09:22 AM 07/20/1999 -0400, you wrote: > > >Carlton, > >Re-check your timing. Make sure it is not too far advanced. > >Tom Crawford If timing doesn't fix it, then check fuel mixture it could be leaning out on the top end. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: KR Gathering From: KR2616TJ@aol.com Date: Tue, 20 Jul 1999 14:31:45 EDT X-Message-Number: 30 Friday is the last day to make reservations with the lodge at Lake Barkley State Resort Park. I will be calling the lodge around 4:00PM EST to release the unused rooms to the public. Lodge number 1-800-325-1708 Dana Overall 1999 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ---------------------------------------------------------------------- Subject: Re: Open Canopy From: Bobby Muse (by way of Bobby Muse ) Date: Tue, 20 Jul 1999 13:35:59 -0500 X-Message-Number: 31 >KR will not maintain flight with the canopy >>missing. >> > >>Micheal Mims > > >Why do say that the KR will not maintain flight with the canopy missing? On >the cover on the KR Newsletter about seven years ago was a picture of a KR1 >flying with the canopy open. The windshield stayed in place but the top of >the canopy could be removed for open-cockpit flying which he he did a lot. I >talked with the builder(sorry, I forgot his name) once at Oshkosh, where he >had the KR on display. > >I don't if any of you guys know or have ever met this builder but he would >be a real motivational experience and an inspiration to have ever had that >opportunity. > >This guy had a great positive attitude about life and a real love of flying >and he loved his KR. It was a honor for me to have had the opportunity to >meet and talk with him. He won the 'Outstanding Achievement Award' from the >EAA for being with his KR at Oshkosh that year. > >You see, this guy loved to fly, built a KR and had flown the it several >hours before he had an accident, not in the KR but on tractor. He had had a >job at the airport cutting grass when one day while cutting the grass, he >got off of the tractor to check the PTO that drives the bush-hog mower. >Accidently his jacket got tangled in the PTO and tore both of his arms off >at the shoudler. He had no arms. He loved his pride and joy and he wanted >everyone at Oshkosh to see it. > >He'll never be able to build an airplane or to fly solo again, but he did it >once and he was proud of it. He should have been because it was a great >little KR1. > >He had a dream and he made his dream come true. > > ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: Tim Date: Tue, 20 Jul 1999 12:45:59 -0600 X-Message-Number: 32 Carlton; This is worth checking re: Cooling problem. I was talking with my brother EAA Chap 679...Dean built/raced SStock Cars for over twenty years, he said to Check for a Blown Head Gasket, which will show itself in the Rad mixture. Don't pop of the Rad cap while engine is hot as it may cause shock cooling and crack an alloy head. He also said that 30% antifreeze to water is all you need to break the surface tension and for proper heat dissipation. Hope this helps... Tim Forward Speed 'is' Lift/life ---------------------------------------------------------------------- Subject: Re: Bob Sauer From: Bobby Muse Date: Tue, 20 Jul 1999 14:25:30 -0500 X-Message-Number: 33 Does anyone have Bob Sauer email address? I am trying to respond to an information request and I can't get thru. Sorry about using the bandwidth. Bobby Muse mailto:bmuse@mindspring.com Wimberly, TX ---------------------------------------------------------------------- Subject: Re:45 deg plywood From: Willard561@aol.com Date: Tue, 20 Jul 1999 15:44:48 EDT X-Message-Number: 34 In a message dated 7/20/99 7:31:16 AM Mountain Daylight Time, ejanssen@chipsnet.com writes: << In this particular case, as I recall, the "KR-2" was not a "true KR-2" - many airframe construction mods. Also, reports are that the main spar was borrowed from another KR-2 project, was redrilled and some holes plugged. As well, the airplane breakup, possibly initiated by a lost aileron balancing weight, occurred in high speed run under very rough air conditions. Ed Janssen >> Ed: I believe you are talking about Brad HUmmel's GB-2 which was a fiber glass fusalage KR-2, and the aileron indeed threw the counter weight, also the fiberglass skins on the aileron weren't well bonded. Bill Defreeze showed me the remains of 1 Bill Higdon Willard561@aol.com ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: "Ron / Dana" Date: Tue, 20 Jul 1999 15:18:56 -0700 X-Message-Number: 35 Assuming you have enough air flow and water flow, pipe the radiators in a reverse flow configuration. That is, run the supply to the rear radiator first and then to the front radiator. This will get the most from cooling from your system configuration. KRRon -----Original Message----- From: Blandford, Carlton C To: KR-net users group Date: Tuesday, July 20, 1999 12:09 AM Subject: [kr-net] FW: Cooling Problems > >-----Original Message----- >From: Carlton Blandford [mailto:Genesis2@iafrica.com] >Sent: 18 July 1999 11:21 >To: cblandford@mail.sbic.co.za >Subject: Cooling Problems > > >Hi Chaps, > >I need some Help! > > I just cannot get my engine to cool properly at full throttle for longer >that 2 minutes on the ground. She will keep a constant temp at any setting >below 2500 RPM. Once the throttle is advanced beyond this point the engine >overheats in about 2 minutes. (flying makes no difference) > >As some of you know I have a water-cooled VW engine installed in a standard >KR2. I've tried to mount the radiator in various positions under the engine >but to no avail. Here are some of the facts: >1. The radiator is 200mm (8") in width by 400mm (16") long by 30mm (1") >thick. (single core). >2. Pipe diameter ID is 1". >3. The thermostat has been removed. >4. The original water pump has been retained. This is a high capacity pump. >5. The RAD can only be mounted under the engine or on the belly as there is >no space on top,sides, on the firewall or in front of the engine. > >I think the RAD is too small (only holds about one litre of water) so I've >decided to make up three lengths of about 500mm (20") by 100mm (4") and >mount them behind each other. Coolant will enter the front RAD and exit the >rear one. I intend mounting this just below the firewall and have a 100mm >channel running up the bottom of the cowling to about the halfway point. > >The problem is I'm not sure if this will work? > >Will the RAD be of sufficient capacity? > >What size must the inlet area be and where is the best location on the cowl? > >What other alternatives are there? > >Thanks for any advise in advance > >The installation can be viewed at >Http://www.geocities.com/pipeline/valley/2636/eng.html > > >Regards >Carlton Blandford > > > >--- >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: Filling/ Priming From: Ron Lee Date: Tue, 20 Jul 1999 14:50:05 -0600 X-Message-Number: 36 >I wonder if it would be a good thing to fill the foam pores with Superfil >before glassing? I see the possibility of filling and sanding the core before >glassing and maybe getting a better finish with less work and less weight. > >What do you think? > >WD In one word... NO. Of course you should strive to make the foam surface as smooth as possible. If hotwired, it should be close. Sand and obviously bad HILLS/BUMPS and fill holes just prior to glassing with a dry micro. Ron Lee ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: WGLIDE78@aol.com Date: Tue, 20 Jul 1999 16:44:55 EDT X-Message-Number: 37 Regarding cooling problem --you might make sure you don't have any air in system also a friend of mine that flew me109's told me they had two radiators. They had one under each wing root---each one cooled half the v12 engine. He had one side shot out one time and didn't hesitate to bale out. So I would think if it worked in that context it should work if you plumbed them in series. something to think about. Another point of interest--you would never have thought the 109 was a crank start would ya? ---------------------------------------------------------------------- Subject: glues From: "Benny Skyn" Date: Tue, 20 Jul 1999 17:33:33 -0700 X-Message-Number: 38 This is a multi-part message in MIME format. ------=_NextPart_000_001B_01BED2D5.FD2B6860 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I bought a fuselage from a friend...a kr 1. The sides (skins and = vertical members) were glued with a black glue that has apparently held = up over the years. However, the belly and cross members were glued with = t-88 or some other glue that dries amber colored. It has crystallized = over a span of 12 - 15 years of setting. The firewall is in good shape = but the belly is being examined closely. The spar support blocks have = been replaced using polyurethane wood glue. My question is concerning the black glue that the project was started = with. The guy who used this glue was a true craftsman. His workmanship = is to be admired, so much so that I trust his decision to use the black = glue. The problem is I have no idea what the stuff was he was using. Has = anyone ever seen this used? If so, what is it? Benny Skyn ------=_NextPart_000_001B_01BED2D5.FD2B6860 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I bought a fuselage from a = friend...a kr 1. The=20 sides (skins and vertical members) were glued with a black glue that has = apparently held up over the years. However, the belly and cross members = were=20 glued with t-88 or some other glue that dries amber colored. It has = crystallized=20 over a span of 12 - 15 years of setting. The firewall is in good shape = but the=20 belly is being examined closely. The spar support blocks have been = replaced=20 using polyurethane wood glue.
My question is concerning the black = glue that=20 the project was started with. The guy who used this glue was a true = craftsman.=20 His workmanship is to be admired, so much so that I trust his decision = to use=20 the black glue. The problem is I have no idea what the stuff was he was = using.=20 Has anyone ever seen this used? If so, what is it?
 
Benny = Skyn
------=_NextPart_000_001B_01BED2D5.FD2B6860-- ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: Warron Gray Date: Mon, 19 Jul 1999 14:44:49 -0400 X-Message-Number: 39 I'm Running a soob with 100 hp+, you need more area to cool that thing, how many cc is the engine ? i am running 2 rads on either side of the engine on top of the valve covers. they are each 16 inches long x 8 inches tall and 2 inches thick . mine are copper brass steves are aluminum. They are from griffin ,steves, and run big bucks get better cooling area try the rabbit rads first .mount it under the engine as far forward as you can and make aplenium chamber with the rear opening larger than the front . Get the back issues of Contact Magazine many articles to help you inthis area. Warron ---------------------------------------------------------------------- Subject: Re: glues From: ejanssen@chipsnet.com (Ed Janssen) Date: Tue, 20 Jul 1999 17:56:44 -0500 X-Message-Number: 40 This is a multi-part message in MIME format. ------=_NextPart_000_0147_01BED2D9.3AAFF9A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Benny, Recorcinal, a water proof glue, tends to set up very dark brown in = color. It was used a great deal before the new apoxies came along. Not = sure, but It might very well turn blackish with time. It was an = excellant glue but it did require high clamping pressure. Ed Janssen =20 My question is concerning the black glue that the project was = started with. The guy who used this glue was a true craftsman. His = workmanship is to be admired, so much so that I trust his decision to = use the black glue. The problem is I have no idea what the stuff was he = was using. Has anyone ever seen this used? If so, what is it? =20 Benny Skyn ------=_NextPart_000_0147_01BED2D9.3AAFF9A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Benny,
 
Recorcinal, a water proof glue, tends to set up very = dark=20 brown in color.  It was used a great deal before the new apoxies = came=20 along.  Not sure, but It might very well turn blackish with = time.  It=20 was an excellant glue but it did require high clamping = pressure.
 
Ed Janssen
My question is concerning the = black glue=20 that the project was started with. The guy who used this glue was a = true=20 craftsman. His workmanship is to be admired, so much so that I trust = his=20 decision to use the black glue. The problem is I have no idea what = the stuff=20 was he was using. Has anyone ever seen this used? If so, what is=20 it?
 
Benny=20 Skyn
------=_NextPart_000_0147_01BED2D9.3AAFF9A0-- ---------------------------------------------------------------------- Subject: thanks to many-fuel tanks and gear legs From: g hamilton Date: Tue, 20 Jul 1999 19:01:34 -0700 X-Message-Number: 41 Thank you all for information on fuel tank construction. Some said they = used the Safe-T-Poxy but would use VinylEster if they would do it today = but didn't say why other than the Safe-T-Poxy is no longer available. Does anyone know the material specifications on the DD gear legs. Are = they made from the 3M Scotchply Type 1002 material? What are the gear = leg dimensions? Length, width, thickness? Thanks, Gary Hamilton Georgetown, TX ---------------------------------------------------------------------- Subject: Little corner blocks From: Ron Freiberger Date: Tue, 20 Jul 1999 13:20:39 -0500 X-Message-Number: 42 Tim Wrote; Why isn't there any small 'cormer blocks' being used on each side of the vertical spar members?...("Be gentle Boy's") Because corner blocks are not structurally useful.. KR guys put 'em incause it lookd\s good.The spruce is used to stiffen the plywood ,and make the corners. The strength is 99% in the ply (opinion) Ron Freiberger KR2+/- in Kokomo ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: EveninBrz@aol.com Date: Tue, 20 Jul 1999 20:22:38 EDT X-Message-Number: 43 In a message dated 7/20/99 12:09:31 AM Pacific Daylight Time, CBlandford@mail.sbic.co.za writes: << I just cannot get my engine to cool properly at full throttle for longer that 2 minutes on the ground. She will keep a constant temp at any setting below 2500 RPM. Once the throttle is advanced beyond this point the engine overheats in about 2 minutes. (flying makes no difference) >> Carlton, I'm just guessing here but are you absolutely certain that the ignition timing isn't too advanced? If I had an engine that was doing that the first thing that I would check would be the timing. Make certain that your ignition isn't too advanced at high RPM. Larry ---------------------------------------------------------------------- Subject: Re:45 deg plywood From: EveninBrz@aol.com Date: Tue, 20 Jul 1999 20:30:21 EDT X-Message-Number: 44 In a message dated 7/20/99 4:32:03 AM Pacific Daylight Time, KR2616TJ@aol.com writes: << One KR has come apart, but it had been built in something like a month. >> Dana, Are you talking about the one that came apart at the Dry Lakes around 1981 or so? If you are that wasn't a KR, it was a copy. It was an all glass fuselage and flutter was what got him. Larry ---------------------------------------------------------------------- Subject: Re: My First flight From: HAshraf@aol.com Date: Tue, 20 Jul 1999 21:04:20 EDT X-Message-Number: 45 In a message dated 99-07-20 03:40:22 EDT, you write: << Sunday was a great day for my first flight (the KR flew last week, photo's on web site). >> Congrats. Your success has provided the motivation I needed. Haris ---------------------------------------------------------------------- Subject: Smooth Prime From: Donald Reid Date: Tue, 20 Jul 1999 21:11:46 -0400 X-Message-Number: 46 Well, I have tried some Smooth Prime and I am very impressed. I got a quart to just to try on some portions of the interior. I could only use a brush because of the access, but it worked great. I also only used one coat instead of the three needed to build up/fill completely, but it is super stuff. My only complaint about it is that it smells kind of like shrimp that has been sitting out on the kitchen counter overnight. -- 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: Pannel PlannerCD From: HAshraf@aol.com Date: Tue, 20 Jul 1999 21:19:42 EDT X-Message-Number: 47 In a message dated 99-07-20 14:13:53 EDT, you write: << Have recieved and used it to good advantage. Tomorrow will see it on its way to Wayne Delisle N.C. Tim S. >> Could you please add me to the tail end of the Q. Haris ---------------------------------------------------------------------- Subject: Re: Little corner blocks From: Aubrey Dunham Date: Tue, 20 Jul 1999 21:43:57 -0400 (EDT) X-Message-Number: 48 The corner wedges provide the gluing surface that you need to develop the required strength in each joint. If you were just gluing a 5/8" x 5/8" piece to a longeron, there wouldn't be enough square footage of glued wood. That's my take on it, anyways. -Aubrey Dunham San Antonio, TX _________________________________________________________ Do You Yahoo!? Get your free @yahoo.com address at http://mail.yahoo.com ---------------------------------------------------------------------- Subject: Re: more on spars From: "JEAN" Date: Tue, 20 Jul 1999 20:47:23 -0500 X-Message-Number: 49 Aubrey Please reply to me @ N4DD@prodigy.net. Jean Veron N4DD Broken Arrow.OK -----Original Message----- From: Aubrey Dunham To: KR-net users group Date: Tuesday, July 20, 1999 12:03 PM Subject: [kr-net] more on spars > > >--- "George P. Bell" wrote: >> If the function of the spar web (plywood) is to keep >> the upper and lower spar >> caps separated, I think you would want the grain >> vertical since it has its >> greatest strength parallel (in the same direction as >> the grain). Compression >> and tension are carried by the spar caps. > >George, >Well, the vertical spruce spacers are there to keep the spar caps >separated. The plywood web serves the same function as the web of an >I-beam: to carry shear. The spar caps carry longitudinal tension and >compression (a result of bending moment). To be honest, I don't think >it really matters. The plywood is probably sufficiently strong in >either orientation. If it's worked on this many planes, I guess we >shouldn't mess with it. >-Aubrey Dunham >San Antonio, Tx > >_________________________________________________________ >Do You Yahoo!? >Get your free @yahoo.com address at http://mail.yahoo.com > > >--- >You are currently subscribed to kr-net as: N4DD@prodigy.net >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > ---------------------------------------------------------------------- Subject: Re: FW: Cooling Problems From: Willard561@aol.com Date: Tue, 20 Jul 1999 23:36:16 EDT X-Message-Number: 50 Carlton: I would suggest you look at the article on liquid cooling & radiator layout at the following site http://home.inforamp.net/~raac/ . I found it very informative ---------------------------------------------------------------------- Subject: Re: thanks to many-fuel tanks and gear legs From: jscott.pilot@juno.com Date: Tue, 20 Jul 1999 22:50:53 -0700 X-Message-Number: 51 On Tue, 20 Jul 1999 19:01:34 -0700 g hamilton writes: >Thank you all for information on fuel tank construction. Some said >they used the Safe-T-Poxy but would use VinylEster if they would do it >today but didn't say why other than the Safe-T-Poxy is no longer >available. Guess that was a quote from me. I'd use Vinyl Ester because 1) Safe-T-Poxy isn't available any more. 2) Vinyl Ester has better resistance to breaking down when used with Auto fuels which may have small amounts of alcohol or other oxidizers added to it. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ___________________________________________________________________ Get the Internet just the way you want it. Free software, free e-mail, and free Internet access for a month! Try Juno Web: http://dl.www.juno.com/dynoget/tagj. ---------------------------------------------------------------------- Subject: Re: 2S aircraft located in Northwest From: Ross Youngblood Date: Tue, 20 Jul 1999 19:32:53 -0700 X-Message-Number: 52 Larry, I am located in Corvallis, OR, and have a KR-2 (Not S). I am on "vacation" until August 1st, and you can come by my hangar and take a look at it. Call or email me to arrange 541-753-7370. I will be moving to Phoenix Az in about 1-3 months, so this is a limited time offer. -- Regards Ross Larry O'Rourke wrote: > > I would like to know if there are any 2S in Wa, Ore, or Id that I might be > able to look at. If you have a 2S in those three states and are willing to > let me look at it, please contact me. Thanks > > --- > You are currently subscribed to kr-net as: rossy@teleport.com > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: stupid question of the day From: Ross Youngblood Date: Tue, 20 Jul 1999 23:27:08 -0700 X-Message-Number: 53 Uhh you can buy plywood with 45degree layers instead of 90 degree. BTW, for the last couple of decades, KR's were built with the plywood webs per plans... haven't heard of any spar failures. -- Ross Mike Mims wrote: > > Donald Reid wrote: > > > >>>> Aubrey Dunham wrote: > I'm in the construction business (and I design plywood formwork daily), > and I seem to agree with the FAA.>>>>>>> > > >> The best way is to orient it at 45 degrees to the shear, but this is somewhat harder to build.>>>>> > > >From all I have read 45 degrees is the best way but the most difficult. > > -- > zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz > Micheal Mims > Filling and Sanding again! > http://www.geocities.com/CapeCanaveral/Hangar/4136/ > http://members.home.com/mikemims/ > Aliso Viejo CA > ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ > > --- > You are currently subscribed to kr-net as: rossy@teleport.com > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: West System Epoxy, for fuel tanks not first choice From: Tim Date: Wed, 21 Jul 1999 00:23:05 -0600 X-Message-Number: 54 Tim here...I stand corrected; Below is Gary's reply to my question about West 105 for fuel tanks. Gary works for Shell Oil in the R&D Lab and is known as the 'Epoxy Guy' Hunter, Gary GA PECCHEM wrote: > > Just got your message Tim, West Systems 105, would not be my first choice. My first choice would be resin I am using to build the airplane from. EZ-Poxy 10 / EZ-Poxy 84 formulation has the longest history of satisfactory performance in aircraft fuel tanks. It is cheaper than West too. Gary Hunter ---------------------------------------------------------------------- Subject: Re: ELT'S From: Ross Youngblood Date: Tue, 20 Jul 1999 23:29:57 -0700 X-Message-Number: 55 There are new 400Mhz(I think) ELT's. They work great, and there is a force working to make them mandatory for ALL aircraft. If you want to push for this contact AOPA. The downside, is that EVERYONE would have to retrofit to get one installed, at a cost of about $3000 each (todays price). IMHO, this will not help me too much if I fly into IMC and the plane breaks up. I would rather spend the $3000 for instrument training so people don't have to go searching for my body. -- Regards Ross garbez wrote: > > I would like your thoughts on a subject that has me very upset. With the > crash of JFK Jr.'s airplane and many others, it has come to mind that the > ELT's required by the FAA don't work. More times than not searchers look > for crash sites for days or more. If the ELT worked it should take only > hours to find any signal. What's wrong with the technology that it takes so > long to find the signal if it is located at all? I understand how important > ELT's are and a great idea, but it seems they don't work as well as they > could and as they are now are just added weight. What's the answer to this > piece of equipment that is quite expensive and doesn't seem to do the job as > well as it should. We all depend on them in an emergency and would like > them to help rescures find us as soon as possible, hours not days or weeks, > or maybe not at all. Is anyone else concerned? I think we as a group could > do something to bring the awareness of the inadequate ELT into the public > eye. It seems to me with the technology of today a better more sufficient > piece of equipment could and should be designed. > > Mike and Teri Garbez N998MG > > --- > You are currently subscribed to kr-net as: rossy@teleport.com > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: Cockpit Fires From: Ross Youngblood Date: Tue, 20 Jul 1999 20:33:13 -0700 X-Message-Number: 56 Aircraft Spruce sells this type of firewall paint in the catalog. Don't recall the price. Christopher Stewart wrote: > > Ive noticed the concern about cockpit fires, so ive come across something > that might be of use to us all, working in the mines here in WV we have to > go by laws and saftey that well, keep are asses alive, one that caught my > eye in the shop one day was a fire retardent paint made by a company calle > d Fire Control, the thing about this paint is that once its heated it puffs > up forming a foam layer to protect what ever its on, after testing it it > worked pretty good, it puffed up about .25" after about 45 sec of direct > flame contact with a lighter(poor mans testing lab, it goes on just like > latex paint, its water soluble and can be put on in multible coats, > give me a day or 2 and ill get the technical data on this particular paint > > --- > You are currently subscribed to kr-net as: rossy@teleport.com > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: thanks to many-fuel tanks and gear legs From: cartera Date: Wed, 21 Jul 1999 00:44:41 -0600 X-Message-Number: 57 jscott.pilot@juno.com wrote: > > On Tue, 20 Jul 1999 19:01:34 -0700 g hamilton writes: > >Thank you all for information on fuel tank construction. Some said > >they used the Safe-T-Poxy but would use VinylEster if they would do it > >today but didn't say why other than the Safe-T-Poxy is no longer > >available. > > Guess that was a quote from me. I'd use Vinyl Ester because 1) > Safe-T-Poxy isn't available any more. 2) Vinyl Ester has better > resistance to breaking down when used with Auto fuels which may have > small amounts of alcohol or other oxidizers added to it. > > Jeff Scott - Los Alamos, NM > mailto:jscott.pilot@juno.com > See N1213w construction and first flight at > http://www.thuntek.net/~jeb/krjeff.htm > > ___________________________________________________________________ > Get the Internet just the way you want it. > Free software, free e-mail, and free Internet access for a month! > Try Juno Web: http://dl.www.juno.com/dynoget/tagj. > > --- > You are currently subscribed to kr-net as: cartera@cuug.ab.ca > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com Hi Guys & Jeff, No concern for additives in any fuel, vinylester is impervious to practically any chemical, it is used in pipes in different factories that run chemical solutions and in food processing, this is the best resin to be using in any fuel tanks. Hope this helps! Happy Flying! -- Adrian VE6AFY Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera --- 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