From: "KR-net users group digest" To: "kr-net digest recipients" Subject: kr-net digest: November 21, 1999 Date: Monday, November 22, 1999 12:16 AM KR-net users group Digest for Sunday, November 21, 1999. 1. Re: Tom's KR2 and the Concorde 2. Vinyl ester resin 3. N998MG Engine update 4. Priming and Painting 5. Re: N998MG Engine update 6. Re: Priming and Painting 7. Re: N998MG Engine update 8. First time KR pilot 9. Re: N998MG Engine update 10. KR Flying 11. Re: N998MG Engine update 12. All Electric Airplane 13. Static pressure - problem resolved... 14. Weight specifications 15. Re: Weight specifications ---------------------------------------------------------------------- Subject: Re: Tom's KR2 and the Concorde From: Tom Crawford Date: Sun, 21 Nov 1999 08:55:16 -0500 X-Message-Number: 1 Mark Jones wrote: > > http://www.wolfpacks.com/KR/tomsKR.htm > > Tom, > > I found this on Paul Martin's web site. You told me at the KR gathering > you needed to know who took this photo. > I would like to have an 8x10 of this to put in my office! > > Mark Jones (N886MJ) > Waukesha, WI > mailto:flykr2s@execpc.com > http://sites.netscape.net/flykr2s/homepage > > Mark, Thanks for the detective work! Netters, As I was leaving Oshkosh '98 on Saturday, about 10AM, In the midst of all the traffic and confusion that goes along with flying in or out of Airventure, this guy walks up behing me and says "Hey, arent you the guy from Florida? They are backing the concord out in front of you, it would make a great picture. I will mail you a copy." With everything that was on my mind at the time, (and the slight hangover) I thought to myself "yea, right, thanks." And that was that. Three weeks later, I get this beautiful picture in the mail. I inadvertantly threw the envelope with the return address on it away, and never got to thank Paul properly. So Paul, Thanks. It is one of my most prized photos. It brings back good memories of a great trip that was the climax of a little dream I had many years ago. To build my own airplane- and fly it to Oshkosh. -- Tom Crawford Gainesville, FL N262TC Mailto:toys@atlantic.net http://www.tomshardwoodtoys.com ---------------------------------------------------------------------- Subject: Vinyl ester resin From: Kr2dream@aol.com Date: Sun, 21 Nov 1999 10:28:50 EST X-Message-Number: 2 Hey guys, About two months ago Mr. Kirkland posted a note about an addative for vinyl ester resin mwhich virtually eliminates the smell. The stuff is called BYK S-750. I contacted him off line and he was gracious enough to help me locate the source. The company in the US is BYK Chemie USA Inc. in Wallingford CT. Their phone is (203) 265-2086. I pass this on as their literature states that it is a synthetic wax developed specifically for vinyl ester and does NOT effect the structural properties of the cured resin. This stuff WORKS GREAT! If you call them with a company name, they will send a 16 ounce FREE sample along with all of the technical data. It mixes 1 part wax to 200 parts resin by volume. That is enough to treat 50 gallons of resin. My thanks again to Mr. Kirkland for the valuable insight. Bob Lasecki Chicago (Lake Bluff) Happily bonding again! ---------------------------------------------------------------------- Subject: N998MG Engine update From: "garbez" Date: Sun, 21 Nov 1999 10:06:16 -0600 X-Message-Number: 3 Well, as you know I am up grading my 1835 to get a better rate of climb and cruise. I was going to just upgrade to a 2180 VW, but wasn't gaining much, Steve Bennett and I were working together to build a type 4 rear drive, but with my plane being quite heavy, to build a type 4 to get the hp I need out of it would make the engine unstable. So for the performance, I decided to go with the corvair. William Wynne has been working with me and been great, the engine and mod's should be done in January or early February. The performance difference should be exciting. I want to thank both Steve and William for all their efforts helping me. Thanks again. Mike Garbez N998MG Griswold, IA msgtlg@netins.net ---------------------------------------------------------------------- Subject: Priming and Painting From: Kenneth L Wiltrout Date: Sun, 21 Nov 1999 11:23:31 -0500 X-Message-Number: 4 Any of you netters have any advice on finishing an aircraft? Here's the question, I am finishing up with Smooth Prime, however since I have some minor high spots on the wings the cloth becomes visible at spots. I want to paint my 2S with enamel and was wondering what you guys would recommend for a primer that had UV blocker in it. Also any info on paint would be helpful as well. Thanks, Kenny W. in Pa. ___________________________________________________________________ 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: N998MG Engine update From: Mike Mims Date: Sun, 21 Nov 1999 08:24:28 -0800 (PST) X-Message-Number: 5 --- garbez wrote: but with my plane being quite heavy, to build a type 4 > to get the hp I need out of it would make the engine unstable. >>>> How heavy is your plane and what was the performance with the 1835 (60hp)? My plane is tipping the scales at 750lbs so I am just curious. __________________________________________________ Do You Yahoo!? Bid and sell for free at http://auctions.yahoo.com ---------------------------------------------------------------------- Subject: Re: Priming and Painting From: Mike Mims Date: Sun, 21 Nov 1999 08:27:36 -0800 (PST) X-Message-Number: 6 --- Kenneth L Wiltrout wrote: > Any of you netters have any advice on finishing an > aircraft? Here's the question, I am finishing up with Smooth Prime, and was wondering what you guys would recommend for a primer that had UV blocker in it.>>>>> Ken I thought SmoothPrime was a primer with UV blocker in it? As for your high spots you will have to fill all around them with filler to raise the entire area. __________________________________________________ Do You Yahoo!? Bid and sell for free at http://auctions.yahoo.com ---------------------------------------------------------------------- Subject: Re: N998MG Engine update From: "garbez" Date: Sun, 21 Nov 1999 11:02:30 -0600 X-Message-Number: 7 -----Original Message----- >--- garbez wrote: > but with my plane being quite heavy, to build a type >4 >> to get the hp I need out of it would make the engine >unstable. >>>> > Mike Mimms wrote: >How heavy is your plane and what was the performance >with the 1835 (60hp)? My plane is tipping the scales >at 750lbs so I am just curious. With the 1835 I was getting about 400 fpm and 115 cruise, with just me at 190 lbs. in it. The empty weight is 700 lbs.. The corvair will give me about 40 more lbs. but I am reworking the interior and wiring in the dash and already lost 30 lbs., so I'm working toward about the same empty weight of 700 lbs.. and gaining 40 more hp. Mike Garbez N998MG Griswold, IA msgtlg@netins.net ---------------------------------------------------------------------- Subject: First time KR pilot From: "Oscar Zuniga" Date: Sun, 21 Nov 1999 11:57:09 PST X-Message-Number: 8 Yep, I'm one now. Got my first ride in a KR-2 yesterday from Paul Martin, who will now be putting the bird in the shop for the winter to get wheel pants, new cowling, paint, and other touches. So I got the last ride for the millenium, eh? I'm sure Paul thought I was either bored or scared, because I didn't say much and my expression was kinda blah, but I was determined to be objective about the flight, try to keep emotion out of it, and observe the numbers rather than the seat of the pants. But I was stoked. In a nutshell, Paul's pretty-stock KR-2 flies like you expect a sports car to drive. Not at all unmanageable, but responsive. About the closest thing to it I've flown is a Great Lakes acro bipe, which was as happy with the cockpits on the bottom as it was on the top. The controls on the KR-2 are light, but not touchy; the response in all axes is prompt and delicious. And this is for a stock, non-gloss, 1835-powered KR-2, so you can imagine what a tweaked one like Troy's is like! The stick throw is short, and I don't see that it would hurt anything for there to be a bit of friction in the controls. About the least responsive controls I felt were the rudders, but considering the relatively tiny size of the vertical stab and rudder, that's not surprising. The airplane was not scary, it just wants you to fly it. Paul sets it up and flies it hands-off well enough for me to believe it's not waiting to bite instantly, but you want to stay awake. Paul knows his airplane extremely well, and has landings down to a "Faughn art". He greased it on to where I guess I could have been holding a full cup of coffee and not spilled a drop. Carry enough throttle to nail the proper airspeed on final, he holds it exactly on the VASI all the way to the threshold, then flares and waits. I saw little or no fore-and-aft movement of the stick, just slight lateral moves to hold it straight on target airspeed as it settled onto the mains. He holds the nosewheel off till the speed's gone. Picture-perfect. No flaps, no belly brake, just technique. Thank you, Paul! Guys- go get a ride in one. Oscar Zuniga Medford, Oregon mailto: taildrags@hotmail.com website at http://www.geocities.com/taildrags/ ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ---------------------------------------------------------------------- Subject: Re: N998MG Engine update From: jscott.pilot@juno.com Date: Sun, 21 Nov 1999 13:38:26 -0800 X-Message-Number: 9 On Sun, 21 Nov 1999 10:06:16 -0600 "garbez" writes: > Well, as you know I am up grading my 1835 to get a better rate of climb and > cruise. I was going to just upgrade to a 2180 VW, but wasn't gaining much, > Steve Bennett and I were working together to build a type 4 rear drive, but > with my plane being quite heavy, to build a type 4 to get the hp I need out > of it would make the engine unstable. So for the performance, I decided to > go with the corvair. William Wynne has been working with me and been great, > the engine and mod's should be done in January or early February. The > performance difference should be exciting. I want to thank both Steve and > William for all their efforts helping me. Thanks again. > > Mike Garbez N998MG > Griswold, IA > msgtlg@netins.net Wow, you sure change your mind alot. :o) Actually, for the flight profile you have in mind for your plane, this is probably a pretty good decision. Keep us up to date on the progress. I had my KR out this morning scoping out the lack of snow at the ski areas. With no extra lift from mountain wave or anything like that, I had the plane up to 15,500' this morning. Took me about 45 minutes to get it up there starting from our runway at 7200'. 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: KR Flying From: jscott.pilot@juno.com Date: Sun, 21 Nov 1999 14:04:00 -0800 X-Message-Number: 10 One of the recent complaints about the KRNet has been the lack of posting about flying KRs, so here's a status report on mine. Since the first flight on June 10, 1997, my KR is now showing 225 hours flying time. In October alone I put 25 hours on it while touring around the Midwest. I got to visit with a couple of KR flyers in Iowa and got to meet up with several builders at the Texas Fly-in in Abilene. I still have trouble with the concept of how fast I can get across the country. In October, I flew from Los Alamos, NM to St. Paul, MN (roughly 950 miles) in 8 hours 15 minutes from airport to airport including two fuel stops enroute. This morning I was up scoping out the lack of snow at the local ski areas. I figured that as long as I was already up at 12,000', I might as well continue climbing and see how high this plane wants to climb. I finally quit and headed back for home when I reached 15,500'. The plane seemed to have reasonable climb performance up to 14,000, then marginal performance up to 15,000. Above that required a little effort, although I probably could have nursed it on up to 16,000 with a little effort. Happy building and flying. 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: N998MG Engine update From: "fly" Date: Mon, 22 Nov 1999 09:44:59 +1300 X-Message-Number: 11 I am running a 2100D giving a possible 75hp and get 600fpm climb and 125kts cruise at 3200rpm with only me. It weighs 665lbs empty and am also 190lbs. Prop is a Clark Performance Propellor 52* 48 Regards........Dave Email: fly@paradise.net.nz Pictures: http://homepages.paradise.net.nz/~fly ----- Original Message ----- From: garbez To: KR-net users group Sent: Monday, November 22, 1999 6:02 AM Subject: [kr-net] Re: N998MG Engine update > > -----Original Message----- > > >--- garbez wrote: > > but with my plane being quite heavy, to build a type > >4 > >> to get the hp I need out of it would make the engine > >unstable. >>>> > > > Mike Mimms wrote: > > >How heavy is your plane and what was the performance > >with the 1835 (60hp)? My plane is tipping the scales > >at 750lbs so I am just curious. > > > With the 1835 I was getting about 400 fpm and 115 cruise, with just me at > 190 lbs. in it. The empty weight is 700 lbs.. The corvair will give me > about 40 more lbs. but I am reworking the interior and wiring in the dash > and already lost 30 lbs., so I'm working toward about the same empty weight > of 700 lbs.. and gaining 40 more hp. > Mike Garbez N998MG > Griswold, IA > msgtlg@netins.net > > > > > --- > You are currently subscribed to kr-net as: fly@paradise.net.nz > To unsubscribe send a blank email to leave-kr-net-110995W@telelists.com > > ---------------------------------------------------------------------- Subject: All Electric Airplane From: "Capps Family" Date: Sun, 21 Nov 1999 15:59:02 -0600 X-Message-Number: 12 To All, I would recommend reading the articles from the website (URL) provided below, the article deals with all-electric airplanes for those of us who are on a budget . . . aren't we all? See: http://home.kscable.com/aeroelectric/ //// (o o) ===========o00o=(_)=o00o========= < Independence Kansas: the > < Jurassic Park of aviation. > < Your source for brand new > < 40 year old airplanes. > ================================= http://www.aeroelectric.com Blue Skies; Larry Larry A. Capps #57 Naperville, IL capps@mediaone.net ---------------------------------------------------------------------- Subject: Static pressure - problem resolved... From: "Capps Family" Date: Sun, 21 Nov 1999 18:50:26 -0600 X-Message-Number: 13 To All, Here is a post I thought everyone would be interested in; "Once again, to those interested.... Yesterday I flew 2 flights for a total of 24 GPS legs, logged all the information on a form I made and finally got to the bottom of the static pressure problem on my airplane. I faired the static ports to contour with the fuselage sides thinking this might be a solution. Below are the results. Pressure altitude 3000' OAT 8=B0C IAS TAS CAS Error IAS/CAS 160 157 150 +10 140 138 133 +7 120 119 114 +6 100 100 96 +4 As the numbers indicate, there is a direct relationship between speed and ASI error. I think the theory that slip stream air speed is causing a pressure drop at the static ports on my airplane is correct. Ironically, the error is such that I could relabeled my ASI to read True Airspeed Indicator, the numbers are so close. After lunch, I installed a .032 fence about .10" aft of the static ports. (I was going use fill for this purpose but didn't want to wait a day for cure) Previously I have tried .25 and .062 fences but the error was still there only in the negative column. Here are the results after installing the .032 fence. Pressure altitude 4000' OAT 12.7=B0C IAS TAS CAS Error IAS/CAS 150 160 150 0 140 149 140 0 120 129 121 -1 100 108 101 -1 I am amazed that a .032 strip of aluminum can make such a difference but it has. I think these numbers are quite accurate since all the legs were flown in very still air, on auto pilot with alt hold. I was able to tweak the indicated airspeed very precisely which is necessary to get accurate GPS ground speed. The applet TAS calculator on the RV forum appears to be very accurate as the wind direction and speed was about the same on all speed runs. The wind had switched to the Southwest from North during the afternoon runs which is why the temp was warmer at 4000'. I have also determined that if your ASI is reading incorrectly due to static pressure error, the altimeter will read about 12' in error for each knot of IAS error. 10 knots fast equals about 120' high on altitude. This is an estimate based on flying next to another airplane on several occasions. This fix for my airplane may not work on yours. I think every airplane has it's own set of static pressure challenges, but if you are interested in really knowing what's going on, it is possible to find out and do something about it. I am convinced there are many airplanes flying around with less than accurate ASI information, but it is no big deal at the speeds we fly unless you are bent on having it be accurate like me. In bigger, faster airplanes it is a big deal and the air data computers are a reliable fix for it. " Blue Skies; Larry Larry A. Capps Naperville, IL capps@mediaone.net ---------------------------------------------------------------------- Subject: Weight specifications From: "James Nelson" Date: Sun, 21 Nov 1999 23:40:54 -0500 X-Message-Number: 14 Hi, Does anybody have a chart of the weight alloted to each component or system of the KR2S aircraft? Also, I'm looking for some kind of worst case force or loading information for the aircraft. Thanks in advance for anything you can help me with, James ---------------------------------------------------------------------- Subject: Re: Weight specifications From: Mike Mims Date: Sun, 21 Nov 1999 21:09:16 -0800 (PST) X-Message-Number: 15 We started a weight page with weights of various components on the A-51 site but it was lost when the site went AWOL. I uploaded a copy of the page to the new A-51 site at: http://a-51.homepage.com/weights.html Its very simple but its a start. If people want to send me the weights of your parts go for it and I will add them as I can. --- James Nelson wrote: > Hi, > > Does anybody have a chart of the weight alloted to > each component or system > of the KR2S aircraft? > Also, I'm looking for some kind of worst case force > or loading information > for the aircraft. > > Thanks in advance for anything you can help me with, > > James > > > --- > You are currently subscribed to kr-net as: > kr2sflyer@yahoo.com > To unsubscribe send a blank email to > leave-kr-net-110995W@telelists.com > > __________________________________________________ Do You Yahoo!? Bid and sell for free at http://auctions.yahoo.com --- END OF DIGEST --- You are currently subscribed to kr-net as: johnbou@ipinc.net To unsubscribe send a blank email to leave-kr-net-110995W@telelists.com