From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Wednesday, August 18, 1999 12:20 AM To: kr-net digest recipients Subject: kr-net digest: August 17, 1999 KR-net users group Digest for Tuesday, August 17, 1999. 1. Re: Engine RPM and Props. 2. AS5046 wing and stock spar configuration 3. Re: Engine running hot 4. Re: AS5046 wing and stock spar configuration 5. Frenos y flaps. 6. Re: Drain hole size 7. Re: Flying and having fun 8. Re: Drain hole size 9. Re: 2nd Flight N998MG 10. Re: 1835cc performance problems 11. Re: 2nd Flight N998MG 12. Re: Engine Help Please! 13. Re: Engine RPM and Props. 14. Re: 2nd Flight N998MG 15. More progress ---------------------------------------------------------------------- Subject: Re: Engine RPM and Props. From: NFCKR3@aol.com Date: Tue, 17 Aug 1999 08:15:25 EDT X-Message-Number: 1 What would be a normal manafold pressure for an 1832 at full power and at cruise? Or better yet what would the vacuum be on a vacuum guage at full power and cruise. Skip Carden 250KB ---------------------------------------------------------------------- Subject: AS5046 wing and stock spar configuration From: "Mark Langford" Date: Tue, 17 Aug 1999 07:26:01 -0500 X-Message-Number: 2 KRWingNuts, I recently posted something about the possbility of "getting away" with using the stock aft spar vertical location when changing to the AS5046 wing. It turns out that it can't be done. Closer examination reveals that the overall difference in shape means that if the AS5046 is stuck on top of spars with stock vertical locations, the incidence is INCREASED by .83 degrees. That's a grand total of 4.33 degrees of root incidence, which is NOT what we want. The bottom line is that if you want to use the AS5046 (which allows use of the stock spars) and your spars are already glued in place, you're going to have to cut your aft spar loose and slide it up 1.64 inches. That will get you a 1 degree root incidence, and will probably work well with the stock tail incidence. Also note that the shallower depth of the AS5046 behind the aft spar will require some modification to the aileron bellcrank, or better yet, relocating it to the front of the aft spar. Likewise, if you want to use the RAF48 wing and would like to lower the incidence to a more reasonable 2 degree number (rather than 3.5) and haven't glued your aft spar in place yet, you can raise your aft spar by .56 inches (like Dana did) to get there. The stock tail incidence should work just fine with this setup too. Mark Langford Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: Engine running hot From: Willard561@aol.com Date: Tue, 17 Aug 1999 11:05:03 EDT X-Message-Number: 3 In a message dated 8/16/99 7:26:47 PM Mountain Daylight Time, jscott.pilot@juno.com writes: << Also, even if your cylinders are sticking out int he wind, you might want to consider some sort of shrouding ala Piper Cub and a few VW designs. they all use some sort of shrouding to redirect the air flow for better cooling. >> I can remember an AD not( home built advisory actually) about using a scoop(sp) on the head to force cooling air down into the head, it was for the Volks planes I believe. Bill HIgdon Willard561@aol.com ---------------------------------------------------------------------- Subject: Re: AS5046 wing and stock spar configuration From: KR2616TJ@aol.com Date: Tue, 17 Aug 1999 14:07:20 EDT X-Message-Number: 4 In a message dated 8/17/99 8:26:01 AM Eastern Daylight Time, langford@hiwaay.net writes: << Likewise, if you want to use the RAF48 wing and would like to lower the incidence to a more reasonable 2 degree number (rather than 3.5) and haven't glued your aft spar in place yet, you can raise your aft spar by .56 inches (like Dana did) to get there. The stock tail incidence should work just fine with this setup too. >> Even if you have glued the aft spar in, it is piece of cake to take out and reposition. Do yourself a favor before you go any furthur and do this, you will be glad you did come flying time. Dana Overall 1999 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ---------------------------------------------------------------------- Subject: Frenos y flaps. From: "Eduardo Iglesias" Date: Tue, 17 Aug 1999 21:22:19 -0300 X-Message-Number: 5 This is a multi-part message in MIME format. ------=_NextPart_000_0024_01BEE8F6.9674FA00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dear Rafael and Carlos =20 if you don't get the direct mechanism of RR for the air brakes, I have = done one very good fact with the zipper of a car lifts glasses, anyone, = bought at very low cost. =20 The air brakes are but easy to make than the flaps, but they have the = inconvenience of being but near to the landing strip in such a low = airplane as the KR, what disables it for use in grass hint. Estimados Rafael y Carlos si no consiguen el mecanismo directo de RR, he visto uno muy bueno hecho = con la cremallera de un levanta cristales de un auto cualquiera, = comprado en un despiece a bajo costo. Los frenos de aire son mas f=E1ciles de hacer que los flaps, pero tienen = el inconveniente de estar mas cercanos a la pista en un avi=F3n tan bajo = como el KR, lo que lo inhabilita para uso en pista de c=E9sped. Eduardo ------=_NextPart_000_0024_01BEE8F6.9674FA00 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Dear Rafael and Carlos 
if = you don't=20 get the direct mechanism of RR for the air brakes, I have done one very = good=20 fact with the zipper of a  car lifts glasses, anyone, bought at = very low=20 cost. 
The air brakes are but easy to make than the flaps, but = they=20 have the inconvenience of being but near to the landing strip in such a = low=20 airplane as the KR, what disables it for use in grass hint.
Estimados Rafael y = Carlos
si no consiguen el mecanismo directo = de RR, he=20 visto uno muy bueno hecho con la cremallera de un levanta cristales de = un auto=20 cualquiera, comprado en un despiece a bajo costo.
Los frenos de aire son mas = fáciles de=20 hacer que los flaps, pero tienen el inconveniente de estar mas cercanos = a la=20 pista en un avión tan bajo como el KR, lo que lo inhabilita para = uso en=20 pista de césped.
Eduardo
------=_NextPart_000_0024_01BEE8F6.9674FA00-- ---------------------------------------------------------------------- Subject: Re: Drain hole size From: "Robert E. Muse, Jr." Date: Tue, 17 Aug 1999 20:12:15 -0500 X-Message-Number: 6 At 07:59 AM 08/13/1999 -0700, you wrote: > > >I was wondering what the recommended size for drain holes are for the fuselage >floor. > > >Alastair Hawkins > What drain holes? Bobby Muse N122B - Wimberley, TX mailto:bmuse@mindspring.com ---------------------------------------------------------------------- Subject: Re: Flying and having fun From: "Robert E. Muse, Jr." Date: Tue, 17 Aug 1999 20:28:46 -0500 X-Message-Number: 7 At 02:44 PM 08/15/1999 -0500, you wrote: > Bottom line is my plane and >engine are doing fine with the new encoder due in Thursday. I believe I >will now be able to finish and paint the wheel pants for the gathering >and I am looking forward to giving rides again this year. > >I talked to Steve Bennett yesterday and we will be joining up to fly in >to the gathering. Is anyone else coming from up north that would like to >fly-in in group on Friday morning??? I'm looking forward to seeing >everyone at the gathering and remember - flying is more fun than >building so I just hope you'll all hurry up and finish your airplane. > >-- >Jim Faughn N8931JF > Jim, If you paint those wheel-pants, how will you be able to tell if the tires are moving? Bobby Muse N122B - Wimberley, TX mailto:bmuse@mindspring.com ---------------------------------------------------------------------- Subject: Re: Drain hole size From: Mike Mims Date: Tue, 17 Aug 1999 18:25:54 -0700 X-Message-Number: 8 "Robert E. Muse, Jr." wrote: > > At 07:59 AM 08/13/1999 -0700, you wrote: > > > > > >I was wondering what the recommended size for drain holes are for the > fuselage > >floor. > > > > > >Alastair Hawkins > > > > What drain holes? Bobby, must be that float plane version! :o) -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.fortunecity.com/marina/anchor/270/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: 2nd Flight N998MG From: "Robert E. Muse, Jr." Date: Tue, 17 Aug 1999 20:45:46 -0500 X-Message-Number: 9 At 03:58 PM 08/15/1999 -0600, you wrote: > My thoughts >that anything over 550 lb. is no longer a KR but a takeoff of a KR, this >should raise a few hackles, who gives a dam, but your out of specs for a >KR. Like it or not! >Happy Flying! >-- >Adrian VE6AFY > My KR2 is 629 lb and think it flys great. It has won it's share of awards and is fairly fast. In fact, I would like to race your KR at the KR Gathering '99 to see who is faster. If you don't show up, then we know................ ah sucks,forget it. You're right, I give up. Opinions are cheap! But you're opinion is not my opinion. PS: I haven't won every race that I have entered, but I have won my share. PSS: I'm sorry that I felt the need to respond to this msg but I just couldn't help it. Bobby Muse N122B - Wimberley, TX mailto:bmuse@mindspring.com ---------------------------------------------------------------------- Subject: Re: 1835cc performance problems From: "Parley Byington" Date: Tue, 17 Aug 1999 20:10:39 -0700 X-Message-Number: 10 Mike You should be getting more rpm than that, I have an 1835 VW with a turbo charger and it normally runs at 3200 static. I can get as high as 4000 rpm full throttle in the air. I am running a 52X47 Aymur-Demuth prop. I also ran a 52X48 prior to a gear problem that destroyed that prop a year ago last April. Even the 52X48 would turn about 3000 static. Hope this info helps Regards Parley (N54PB) -----Original Message----- From: Mark Langford To: KR-net users group Date: Sunday, August 15, 1999 6:33 PM Subject: [kr-net] 1835cc performance problems >Mike Garbez wrote: > >> I just can't get anymore out of this >> engine. I'm probably over looking something, but I can't figure out what >> the answer is. Any ideas would be greatly appreciated and anybody that >> wants to visit come on down. > >If you want to stick with the 1835 it sounds like you're going to have to go >with a prop with less pitch. Maybe you can borrow one (or more) from other >KR pilots to figure out what you need. Now's the time to "network". Maybe >somebody could bring you one at the Gathering. I'd think that just about >every KR owner has at least one prop that "didn't work out"... > >Mark Langford, Huntsville, Alabama >mailto:langford@hiwaay.net >see KR2S project N56ML at http://home.hiwaay.net/~langford > > >--- >You are currently subscribed to kr-net as: parley@anv.net >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: 2nd Flight N998MG From: jscott.pilot@juno.com Date: Tue, 17 Aug 1999 21:08:08 -0700 X-Message-Number: 11 On Tue, 17 Aug 1999 20:45:46 -0500 "Robert E. Muse, Jr." writes: >At 03:58 PM 08/15/1999 -0600, you wrote: >> My thoughts >>that anything over 550 lb. is no longer a KR but a takeoff of a KR, this >>should raise a few hackles, who gives a dam, but your out of specs for a >>KR. Like it or not! > >>Happy Flying! >>-- >>Adrian VE6AFY >> > >My KR2 is 629 lb and think it flys great. It has won it's share of awards >and is fairly fast. In fact, I would like to race your KR at the KR >Gathering '99 to see who is faster. If you don't show up, then we >know................ ah sucks,forget it. You're right, I give up. >Opinions are cheap! But you're opinion is not my opinion. > >PS: I haven't won every race that I have entered, but I have won my >share. > >PSS: I'm sorry that I felt the need to respond to this msg but I just >couldn't help it. > > >Bobby Muse >N122B - Wimberley, TX >mailto:bmuse@mindspring.com Yep, mine is well out of spec too....by design. I'd say it's a darned fine plane though. This has been a long time arguement as to how much of a change is OK. Some say stick with the plans, others say make a few changes, others make lots of changes, and others want a whole new plane. Obviously, few agree. Quite frankly that is what makes the KR line unique is that they are all very different. No cookie cutter products here. If you set Adrian's KR next to mine, it would be hard to see the common lineage let alone the fact that they were actually built from the same plans. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Re: Engine Help Please! From: "Parley Byington" Date: Tue, 17 Aug 1999 20:19:29 -0700 X-Message-Number: 12 Steve An easy check to see if your CHT is telling the truth is to get a candy thermometer (from the wife's kitchen) and a small propane torch. Use a can with some oil in it and heat the oil with the torch and CHT probes to check the gauge for accurracy. I found my CHT was as high as 50 degrees to hot. This may eliminate chasing a problem with the engine that isn't there. Hope it helps and good luck Parley (N54PB) parley@anv.net -----Original Message----- From: Steve Glover To: KR-net users group Date: Sunday, August 15, 1999 8:39 PM Subject: [kr-net] Engine Help Please! >My CHT keeps climbing above 500 degrees. The cylinders hang out in the >breeze and get pleanty of air. The first engine didn't have a coolong >problem in the same configuration. I know it is not a KR but it has the VW >and I didn't know where else to go for advice. There seems like there are >quite a few knowledgable people here so I thought I would ask. > >I have just replaced the top end on my VW. New pistons, cylinders, and new >heads, not rebuilts. The pistons were graphite coated. After putting >everything back together the thing is running hot CHT. I have replaced the >CHT probe, readjused the valves, retorqued the head, checked for leaks on >the intake and exhaust gaskets and cannot find anything wrong. The timing >is also right on. I took off today and the CHT immediately climbed past >450 for 500. I seem to be getting a vibration that I didn't have before >also. But it only shows up in flight. Anybody have any ideas??? Any help >would be greatly appreciated! > >Steve Glover >Teenie Two N925SG > > >--- >You are currently subscribed to kr-net as: parley@anv.net >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: Engine RPM and Props. From: Krwr1@aol.com Date: Tue, 17 Aug 1999 23:24:29 EDT X-Message-Number: 13 In a message dated 8/16/99 6:27:34 PM Pacific Daylight Time, GARYKR2@cs.com writes: << very time someone puts an auto engine in an airplane, people freek out at any thing over 2800 rpm. Stock O-200s turn 4000+ rpm in the racers and don't blow up. P-51s,P-40s,P-38s, ect. all turned 4 to 6 grand as nomal rpm's. I could three books as to why higher rpm's are better. If you think I'm full of it, I'd be happy to chat on the phone about it. So, TURN'EM UP AND LET 'EM ROAR!!!!!!! Gary Hinkle, Middletown,Pa. garykr2@cs.com >> I ran mine at 3800 rpm for a couple of years with a Rand 3 blade . Sounded like a P 51 . Bill ---------------------------------------------------------------------- Subject: Re: 2nd Flight N998MG From: "Parley Byington" Date: Tue, 17 Aug 1999 20:30:53 -0700 X-Message-Number: 14 My outer wing panels weigh 45 lbs each finished. Includes aileron balance weights and paint. Note I also have two layers of glass which added some weight, my guess is that the panels on a kr-2 built to plans should weigh about 35-40 lbs. Hope it helps Parley (N54PB) parley@anv.net -----Original Message----- From: Henning Mortensen To: KR-net users group Date: Monday, August 16, 1999 8:35 AM Subject: [kr-net] Re: 2nd Flight N998MG > > > >>From: "garbez" >>I do have to say one thing, I wish I >>paid more attention to the weight when building it, this was my first >>airplane attempt and I did not think I was building it heavy, but somewhere >>the weight is just in it? > >This is why I think it so important that we start sharing weights of >individual pieces. What should an outer wing panel weigh? > >Henning Mortensen >KR2 - Regina SK. Canada > >mailto> henning_kr2@hotmail.com > > >______________________________________________________ >Get Your Private, Free Email at http://www.hotmail.com > >--- >You are currently subscribed to kr-net as: parley@anv.net >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: More progress From: Mike Mims Date: Tue, 17 Aug 1999 21:54:13 -0700 X-Message-Number: 15 Well sports fans there is a little bit of progress to report. The last three nights I have spent an hour or so finishing up the engine assembly details. After stopping buy my aircraft parts guy and buying new intake rubbers and intake pipes I went right to work bolting up the remaining pieces of the engine. I left the mags off as well as the carb so in short she is ready to hang. Maybe this weekend I can get the firewall in order so I can get the baby mounted. Just for grins I threw her on the scale again and she's up to 205 lbs or so. Looking at it is sure deceptive. You would swear it should weigh somewhere on the other side of 300 pounds! As ancient as a lot of you guys like to say the old Continentals and Lycomings are I can say one thing, they sure did a good job keeping the weight down. A few reasons it looks so big are the gargantuan cooling fins on the cylinders/heads and the 8 qt oil pan. Looking at the oil pan you would guess it weighed 15 pounds alone but is weighs a mere 4 pounds! I have been looking at exhaust systems and I think I will end up using a X-over system that was designed for the little RVs (RV-3 and -4). I just don't have much room for much else. I guess next year when that 300 cubic inch motor zips by at the gathering cranking out a whole smokin 2800 rpm with straight pipes you will know who it is eh? Seriously I would like to look into the Supertrap mufflers that weld on to the tips. I really don't care for loud airplanes. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.fortunecity.com/marina/anchor/270/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ --- 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