From: "KR-net users group digest" To: "kr-net digest recipients" Subject: kr-net digest: December 01, 1999 Date: Thursday, December 02, 1999 12:15 AM KR-net users group Digest for Wednesday, December 01, 1999. 1. Control surface angles 2. new virus warning: Detected on: Nov 25, 1999 3. Re: Control surface angles 4. Re: Control surface angles 5. Re: KR-2S Project Update 6. Re: Control surface angles 7. Re: Control surface angles 8. Re: Control surface angles 9. Re: Control surface angles 10. Speaking of nuts! 11. Re: Speaking of nuts! 12. Re: Control surface angles 13. Web Page update 14. Suspension 15. Flying in Arizona w Photo 16. Re: Water based paints 17. Re: Cockpit Floor ---------------------------------------------------------------------- Subject: Control surface angles From: "John Martindale" Date: Wed, 1 Dec 1999 5:1:11 X-Message-Number: 1 Hi folks How critical are the elevator and rudder angles? I am having trouble getting 30 up on the elevator because my control horn touches the tail post at 28 (I am using a pushrod under the webs). For down elevator I can get 19 before the elevator hits the longerons. This is after notching down right through the upper longeron and into 30% of the lower one. I can only get 24 either way on the rudder before the leading edge hits the wind seals. I am reluctant to alter the seals.....they took ages to build and I dare not cut further into the longerons or the tail post. Do people think the above angles are enough? How often is full forward or back stick needed? Would 1 or 2 degres matter? Any suggestions appreciated. Regards Aussie John. ---------------------------------------------------------------------- Subject: new virus warning: Detected on: Nov 25, 1999 From: Keith Date: Wed, 01 Dec 1999 08:53:33 -0600 X-Message-Number: 2 ********************************************* *** If you know me then you know I hate *** *** getting the junk Emails - but this *** *** one's for real - I included my *** *** mailings to the KR-net because this *** *** affects *.doc files and I have saved *** *** a lot of info from the posts - would *** *** hate to see someone lose their data *** *** so read up, and watch out. --Keith-- *** *** for more info will include links *** *** http://www.msnbc.com/news/341096.asp *** *** http://www.sarc.com/avcenter/venc/data/worm.explorezip.pack.html ********************************************* Story: Explore.Zip worm strikes anew Variation on virulent virus deletes Office documents on local, networ= k drives, then mails itself widely By Bob Sullivan MSNBC Nov. 30 =97 The year=92s nastiest computer virus has made a comeback.= The so-called Explore.Zip worm, notorious because of its ability to delet= e huge numbers of computer files across a network, is once again rummaging t= hrough corporations. The virus has been updated to sneak around most anti-vi= rus protection programs, and has already hit a number of Fortune 500 comp= anies =97 and things could be ever worse Wednesday morning, according to an ant= i-virus firm. LIKE MELISSA, THE FIRST OF THIS year=92s high-profile viruses= , ExploreZip is a worm capable of sending itself out and appearing to c= ome =66rom a known e-mail correspondent. The virus itself arrives as an a= ttachment with the filename =93zipped_files.exe=94. The body of the e-mail mess= age will likely contains the following text: I received your email and I shall send you a reply ASAP. Till = then, take a look at the attached zipped docs. If a recipient is duped into opening the attachment, the virus= will attempt to delete all Microsoft Office documents on the local hard dr= ive and on all mapped network file shares. The virus will then automatically = send itself to all senders listed in the victim=92s e-mail Inbox. It is so nefarious that it can even delete the files of a user whose antivirus software is updated to defend against it. Any user who=92s computer i= s shared on a network is vulnerable. Corporations still beating back the worm There have already been victims. =93Three Fortune 500 companies have reported to this to us a= s well as a host of smaller companies,=94 said Dan Schrader of anti-virus firm = Trend Micro. He said several companies suffered serious data loss. =93The first time around this virus infected ten of thousands = of computers, maybe hundreds of thousands, and did millions of dollars i= n damage. It probably did more damage than any other (computer virus). = This probably won=92t be as bad as that, but we expect a lot of damage. We= =92re taking it very seriously.=94 Researchers at Symantec say nine of their Fortune 500 clients = have already been victimized by the worm, and they expect it to spread eve= n more quickly as tomorrow=92s business day begins. L. Keith Farnsworth mailto:kafarn@swbell.net Friends are angels who lift us to our feet when our wings have troubl= e remembering how to fly. ---------------------------------------------------------------------- Subject: Re: Control surface angles From: Richard Selix Date: Wed, 01 Dec 1999 08:13:23 -0800 X-Message-Number: 3 John: Don't sweat it. 28 degrees up, and 19 degrees down should be more than adequate. Richard. Mailto:rselix@earthlink.net John Martindale wrote: > Hi folks > > How critical are the elevator and rudder angles? I am having trouble > getting 30 up on the elevator because my control horn touches the tail post > at 28 (I am using a pushrod under the webs). For down elevator I can get 19 > before the elevator hits the longerons. This is after notching down right > through the upper longeron and into 30% of the lower one. I can only get 24 > either way on the rudder before the leading edge hits the wind seals. I am > reluctant to alter the seals.....they took ages to build and I dare not cut > further into the longerons or the tail post. Do people think the above > angles are enough? How often is full forward or back stick needed? Would 1 > or 2 degres matter? Any suggestions appreciated. > > Regards Aussie John. > > --- > You are currently subscribed to kr-net as: rselix@earthlink.net > To unsubscribe send a blank email to leave-kr-net-110995W@telelists.com ---------------------------------------------------------------------- Subject: Re: Control surface angles From: Richard Selix Date: Wed, 01 Dec 1999 08:16:34 -0800 X-Message-Number: 4 John: Ditto on the rudder. Richard. John Martindale wrote: > Hi folks > > How critical are the elevator and rudder angles? I am having trouble > getting 30 up on the elevator because my control horn touches the tail post > at 28 (I am using a pushrod under the webs). For down elevator I can get 19 > before the elevator hits the longerons. This is after notching down right > through the upper longeron and into 30% of the lower one. I can only get 24 > either way on the rudder before the leading edge hits the wind seals. I am > reluctant to alter the seals.....they took ages to build and I dare not cut > further into the longerons or the tail post. Do people think the above > angles are enough? How often is full forward or back stick needed? Would 1 > or 2 degres matter? Any suggestions appreciated. > > Regards Aussie John. > > --- > You are currently subscribed to kr-net as: rselix@earthlink.net > To unsubscribe send a blank email to leave-kr-net-110995W@telelists.com ---------------------------------------------------------------------- Subject: Re: KR-2S Project Update From: Donald Reid Date: Wed, 01 Dec 1999 11:43:33 -0500 X-Message-Number: 5 apecorar@steelcase.com wrote: > Before I go, I have one question (ok, 3 questions!): Does the grain > orientation of the firewall spruce matter? I can't tell from the > black/white photos in the manual, but I have seen some pictures of the > grain going vertically. Is it ok if it is installed with the grain going > horizontally? What are the pros/cons? I don't think that it makes a significant difference. Mine runs horizontally. -- 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: Control surface angles From: Donald Reid Date: Wed, 01 Dec 1999 11:48:16 -0500 X-Message-Number: 6 John Martindale wrote: > For down elevator I can get 19 > before the elevator hits the longerons. This is after notching down right > through the upper longeron and into 30% of the lower one. This sounds bad. My suggestion if to add an additional longeron piece under the lower one. You have a very weak area where the material was removed. If you add one, remember to bevel the ends. You want to prevent creating an area where the material undergoes an abrupt change in strength. -- 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: Control surface angles From: KRBLUCH@aol.com Date: Wed, 1 Dec 1999 19:03:32 EST X-Message-Number: 7 My 2S controls (aileron, rudder and elevator) do not reach the recommended limits. However, in flight I've never gone to the max. except for elevator on landing. These planes are so control sensitive I can't believe two degrees is a problem. Others may disagree. Lets hear it. Dave Blucher KR-2S 197DB ---------------------------------------------------------------------- Subject: Re: Control surface angles From: Kenneth L Wiltrout Date: Wed, 1 Dec 1999 19:45:09 -0500 X-Message-Number: 8 Since I never went through an FAA inspection I just assumed the inspector checked for whatever the plans called for and that was the law. I went to great pains to be certain that I got the full deflection the plans called for on all control surfaces. My inspection should take place this summer. 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. ---------------------------------------------------------------------- Subject: Re: Control surface angles From: jscott.pilot@juno.com Date: Wed, 1 Dec 1999 18:48:43 -0800 X-Message-Number: 9 On Wed, 1 Dec 1999 19:45:09 -0500 Kenneth L Wiltrout writes: > Since I never went through an FAA inspection I just assumed the > inspector checked for whatever the plans called for and that was the law. > I went to great pains to be certain that I got the full deflection > the plans called for on all control surfaces. > My inspection should take place this summer. Kenny > __________________________________________________________________ The FAA inspection amounts to checking for the right types of nuts on all of the bolts with the right minimum thread count beyond the nut. They also look for general construction quality, but the rest of the inspection is all about paperwork. If you are looking for a quality inspection, have a tech counselor, a local A&P, or a trusted experienced builder inspect your project several times during constrution. The FAA inspection is more concerned with the legality than quality. 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: Speaking of nuts! From: Mike Mims Date: Wed, 01 Dec 1999 19:16:26 -0800 X-Message-Number: 10 jscott.pilot@juno.com wrote: > > > The FAA inspection amounts to checking for the right types of nuts on all > of the bolts with the right minimum thread count beyond the nut. Jeff, while on the subject of nuts. Just what is the minimum thread count in the civilian world? Our FAA designee (who some think is going nuts) says he wants a minimum of 3 showing but when I was in the military if you had three threads showing it was the max. If I remember right the NATOPS manuals said that 1 to 3 threads was the limits. This same designee did not have time to inspect and engine installation in a paticular homebuilt and told the builder to have an A&P look it over and he would return to sign the paperwork the following week. Well the A&P looked the VW powerplant over and listed about 100 squawks. Things like remove all split type lock washers and replace with star washers, remove all nylock engine case nuts (very common on a VW) and replace them with the proper AN hardware (metric AN hardware?), etc. The designee returned and read the list and made the builder comply before he would sign it off. Like I said there are many on our field who think this guys is going nuts! A few weeks later when confronted (I wont say by whom) he swore up and down that he never told anyone to have an A&P look at an experimental. He also made a comment while inspecting a homebuilt that he would have to run a protest that a builder made about a rule interpretation by his wife. I asked if his wife was with the FAA and he said no. I asked if she was retired from the FAA and he said no. Some guys just don't know when to retire I guess. :o) -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Sanding and Filling AGAIN! :o( http://www.fortunecity.com/marina/anchor/270/ mirror @ http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: Speaking of nuts! From: Donald Reid Date: Wed, 01 Dec 1999 22:36:06 -0500 X-Message-Number: 11 Mike Mims wrote: > Jeff, while on the subject of nuts. Just what is the minimum thread > count in the civilian world? Our FAA designee (who some think is going > nuts) says he wants a minimum of 3 showing but when I was in the > military if you had three threads showing it was the max. If I remember > right the NATOPS manuals said that 1 to 3 threads was the limits. If you have a minimum of three threads showing, and are using standard thickness nuts, then you are going to bottom out on the unthreaded portion of the bolt. It is maximum of three for a standard nut. If you have a half-thickness shear nut, then it will be a few more (about 5 max I think, but I do not remember for sure). This is easy to prove with a nut and bolt out in the open. There must be at least one thread underneath the bolt when you are done. -- 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: Control surface angles From: Mike Mims Date: Wed, 01 Dec 1999 19:42:42 -0800 X-Message-Number: 12 > John Martindale wrote: > For down elevator I can get 19 > > before the elevator hits the longerons. This is after notching down right > > through the upper longeron and into 30% of the lower one. Interesting that you had to notch it so deep. If you go to: http://www.fortunecity.com/marina/anchor/270/weight1.jpg you can seem the notch in mine. It is all the way through the top longeron but not into the doubler at all. I get full down deflection and have a good 1/8 inch clearance. Did you use the Rand Robinson hinges? -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Sanding and Filling AGAIN! :o( http://www.fortunecity.com/marina/anchor/270/ mirror @ http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Web Page update From: Mike Mims Date: Wed, 01 Dec 1999 20:42:40 -0800 X-Message-Number: 13 For those that are interested Mark Langford had a webpage update on the 25th. This guy is making good progress since leaving this list! His page is at: http://fly.hiwaay.net/~langford/kmarkl.html I will try to take a picture or two of the Sky Pig this weekend. The aft end of the fuselage will get it last 3 coats of smooth prime as well as the top of the left wing. I also plan to get the right wing ready for primer as well as the area between the cockpit and cowling. Its getting close boys but there is still a long way to go. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Sanding and Filling AGAIN! :o( http://www.fortunecity.com/marina/anchor/270/ mirror @ http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Suspension From: "Ross R. Youngblood" Date: Wed, 01 Dec 1999 22:30:26 +0000 X-Message-Number: 14 Paul, I will be suspending your KR-net access for this post. Please email me your KR plans serial number and or photos of your work in progress for re-admission to the list. Flames like this are discouraged, and tolerated only if the KR-netter is a frequent contributor, or is flying or building a KR, or has a set of plans. I figure everyone has bad days at the keyboard, but since things have gotten rather touchy here lately, I am going to have to enforce some type of policy... so this is it. -- Regards Ross paul mcreynolds wrote: > you must be some kind of a jerk to put a hoax on-line > .... ---------------------------------------------------------------------- Subject: Flying in Arizona w Photo From: "Ross R. Youngblood" Date: Wed, 01 Dec 1999 23:04:38 +0000 X-Message-Number: 15 This is a multi-part message in MIME format. --------------AD6F9FE380584BB8AB8CDC9C Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Well KR-netters.... since my KR is still in Oregon, and I'm in Arizona, I'm not a very happy camper. The real estate people indicate that I haven't been feeding my home the proper amount of cash, and that the sucking sound on the wallet is likely to continue for some time... Ouch. The good news is that there is plenty of VFR weather here in Az. Attached is a photo of your admin in front of a (cringe) rental airplane in Payson Az. I clipped it and made it only 9Kb so it should get out to KR-netters OK. -- Regards Ross --------------AD6F9FE380584BB8AB8CDC9C Content-Type: image/jpeg; name="Small_Payson.jpg" Content-Transfer-Encoding: base64 Content-Disposition: inline; filename="Small_Payson.jpg" /9j/4AAQSkZJRgABAQAAAQABAAD/2wBDAAgGBgcGBQgHBwcJCQgKDBQNDAsLDBkSEw8UHRof Hh0aHBwgJC4nICIsIxwcKDcpLDAxNDQ0Hyc5PTgyPC4zNDL/2wBDAQkJCQwLDBgNDRgyIRwh MjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjIyMjL/wAAR CACXAQoDASIAAhEBAxEB/8QAHAAAAQUBAQEAAAAAAAAAAAAABAABAgMFBgcI/8QARBAAAQMC BAQCBQoEBAUFAAAAAQIDEQAEBRIhMQYTQVEiYRRxgZGhBxUjMkJSscHR8DNicuEWU4KSJTRD wvFjk6Ky0v/EABkBAAMBAQEAAAAAAAAAAAAAAAABAgMEBf/EACoRAAIBAwMDBAICAwAAAAAA AAABAgMREgQhMRNBURQiMmFCcWKhFSOR/9oADAMBAAIRAxEAPwC8yKYk0QWx1puWJ0mvWR47 KM1SGtWFE9KjkUk+dUTcYtztUSwatGaakFEHU0boTsDFlQ3FbVycmBgRHMQ2n2zmPwSffWfm kUddrC8MtANliSPMaVxayDnKmvs7dPPGjUt4RilGlWutgMW57oJP+9VWFqdqsfSvlWoVsGjl /wDcXXZJ7r9nEuGA5abLV+SaWWK0IKAmkEaVfkMU2SgCnLTZaIy0sm9AA+WllojJTBFAA+Wl 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aekakzPanKSkwBvuDtSpUAiBJB077VEE5MxGh0mlSoGTEEkDp3qKiVEHSBSpUDQ6SZJ2O0VO F9AY9YpUqQ0f/9k= --------------AD6F9FE380584BB8AB8CDC9C-- ---------------------------------------------------------------------- Subject: Re: Water based paints From: "Ross R. Youngblood" Date: Wed, 01 Dec 1999 23:12:08 +0000 X-Message-Number: 16 Jody Wallace wrote: > > 3) There are some new water based paints coming available.(anybody know a > manufacture?)The beauty of these are that they aren't so hard on the health > of the applicator or the environment either. Old timers to KR-net will know I am a fan of System Three's water reduceable paints. They are more difficult to apply than normal paints in my opinion, as they can be like spraying water, instead of paint. Sometimes the mix just bounces off or runs if you don't get the gun set right. On the other hand, cleaning my gun with soap and water beats buying reducer and fussing with that, so overall I give them a pretty good rating. On the downside, they require a clearcoat for a "sheen" otherwise you get a semi-gloss look. Also it's about $95.00 a gallon. -- Ross ---------------------------------------------------------------------- Subject: Re: Cockpit Floor From: "Ross R. Youngblood" Date: Wed, 01 Dec 1999 23:17:20 +0000 X-Message-Number: 17 I just happened to have put new kitchen flooring down prior to installing my cockpit floor. So I had just enough of the template material which you use to make a template of the kitchen floor, to make a template of the floor for the KR. As I recall, I had one H*ll of a time getting the plywood installed around the material for the little "shelf" and around the landing gear stuff. I don't recall now if I had the retract stuff installed or not, but it took some finessing, and some trimming to get the 3/32 piece to slide into place. Then I epoxied and screwed it into place. Some of the screws... are still there, they had an affinity for structural adhesive. -- Ross --- 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