From: "KR-net users group digest" To: "kr-net digest recipients" Subject: kr-net digest: February 22, 2000 Date: Wednesday, February 23, 2000 12:09 AM KR-NET Digest2 for Tuesday, February 22, 2000. 1. Re: plane weight 2. Re: venturi 3. RE: hstab attach to fuselage 4. Re: hstab attach to fuselage 5. Re: venturi 6. Re: Vacuum 7. Re: vaccum 8. Re: South African KR-2 conversion 9. battery size? 10. Horizontal Stab. attach 11. FW: KR-2 Rudder size 12. Re: kr-net digest: February 21, 2000 13. Re: hstab attach to fuselage 14. RE: vacuam system 15. Re: Horizontal Stab. attach 16. N541RY Status Update 17. EA-71 for sale. 18. logs and documents 19. secondary ignition system on VW Happy covversion 20. Venturi 21. Cross wind 22. Re: venturi 23. Re: logs and documents 24. Re: secondary ignition system on VW Happy covversion 25. lesson learned 26. Re: flying with a almost full panel 27. Re: battery size? 28. Re: Fw: KR2 RUDDERS . 29. Re: battery size? 30. Re: Vacuum 31. Re: venturi 32. Re: battery size? 33. Re: venturi 34. RE: vacuam system 35. Interested in KR building....need info. 36. Re: battery size? ---------------------------------------------------------------------- Subject: Re: plane weight From: Robert Patlovany Date: Tue, 22 Feb 2000 02:00:41 -0700 X-Message-Number: 1 My KR-2, N5508N, had 28-pound outboard wing panels. The wings had no fuel tanks and did have Rand Robinson molded wing tips with flush mounted tip lights under form fitting removable Plexiglas covers. A friend with no wing tips, lights, wires, fill, or paint had 32-pound outboard wing panels. He used more cotton flock epoxy to attach the ailerons, where I used none. I made my original wet lay-up directly on to fully hinged aileron spars that were pre foamed in place, in contrast to the plans technique. My 1981 first flight KR-2 empty weight was 493 pounds. That included 4 quarts of oil, fuel starvation residual fuel, Diehl's full electrical starter and alternator package, an almost IFR panel, and a turbocharger. The engine was an 1834 cc VW, assembled by me with a counter-weighted throws forged crankshaft and an EconoV shrink fit prop hub swinging a Rand Robinson 3-bladed ground adjustable prop. (I don't use that prop any more.) Ken Rand's original claim for as-designed empty weight was right on target. I spent 2553 hours getting mine to the airport that light. My hanger partner's 630-pound empty weight KR-2 was built in 1000 hours, with virtually the same engine package (and a lighter instrument panel). He accidentally used two layers of 6-oz glass everywhere, instead of only on the leading edges and cowling, as specified. Robert Patlovany ---------------------------------------------------------------------- Subject: Re: venturi From: Knitehwk@aol.com Date: Tue, 22 Feb 2000 04:07:49 EST X-Message-Number: 2 why wont you have vacuum on take off? .......is the relief valve relieveing at power due to the settings for 8"?.......... and at power for take off is vacuum is higher? ...so there for the relief valve is constantly relieveing during this phase of flight? Glenn ---------------------------------------------------------------------- Subject: RE: hstab attach to fuselage From: "Livingstone, Danny (DJ)" Date: Tue, 22 Feb 2000 14:18:05 +0200 X-Message-Number: 3 The design as it is quite adaquate, you must remember there is very little loading on the tail of the KR (If you have ever seen people trolley their KR's around - some are even complaining of too little feedback form the elevator, this all attests to the small loading in that area) I manouver my KR around without an engine, holding it at the tip of the horizontal stabilisor - no problems yet. I also have not heard of any KR loosing its H-STAB. Remember - keep it light. Danny Livingstone E-Mail: livd0124@natref.com > -----Original Message----- > From: Robert Smith [SMTP:rsmith5@nycap.rr.com] > Sent: Tuesday, February 22, 2000 4:46 AM > To: KR-net users group > Subject: [kr-net] hstab attach to fuselage > > I'm just getting around to making the 3 3/16 ply webs that attach the > hstab/elev spars to the fuselage and it seems that the lever arm is kind > of > long (hstab spar) and the fuse width at the point of attachment is kind of > narrow (6 inches or so). This worries me. > > Does anyone think that a little beefing-up here might be needed? Please, > someone, convince me that the plans design is adequate! > > Bob Smith, Albany, NY > mailto:rsmith5@nycap.rr.com > > > > --- > You are currently subscribed to kr-net as: livd0124@natref.com > To unsubscribe send a blank email to leave-kr-net-163488J@telelists.com ---------------------------------------------------------------------- Subject: Re: hstab attach to fuselage From: "Mark Langford" Date: Tue, 22 Feb 2000 06:45:06 -0600 X-Message-Number: 4 > I'm just getting around to making the 3 3/16 ply webs that attach the > hstab/elev spars to the fuselage and it seems that the lever arm is kind of > long (hstab spar) and the fuse width at the point of attachment is kind of > narrow (6 inches or so). This worries me. I think after Dan Diehl discovered that his webs were cracked and that virtually nothing was holding his horizontal stabilizer on, the recomendation went out (at least in the Newsletter) to make those webs out of 1/4 ply instead. As for moment arm and bearing area, it must be enough, as I don't know of any KRs that have crashed because their tails fell off (not to say that you couldn't be the first, of course). I fretted over that too, but the forces on the tail are almost always downward (which is probably why Dan's didn't depart the airframe) and symmetrical (never "twist"), thanks to having an elevator back there rather than ailerons. Having said all of that, you'd argue that mine is "beefed up to the max" back there (see http://home.hiwaay.net/~langford/kmlht17.jpg ), but that's all in an effort to make it adjustable. Nope, it's not KISS, but it will allow me to determine the perfect incidence for the horizontal stabilizer for the AS5046 wing. That's a tidbit of information that I'm willing to trade a pound of extra aluminum and bolts for... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: venturi From: "Mark Langford" Date: Tue, 22 Feb 2000 06:52:06 -0600 X-Message-Number: 5 > why wont you have vacuum on take off? .......is the relief valve relieveing > at power due to the settings for 8"?.......... and at power for take off is > vacuum is higher? ...so there for the relief valve is constantly relieveing > during this phase of flight? At full power you don't normally have any manifold vacuum because the throttle is wide open so there's no pressure difference between the manifold and atmosphere. Vacuum is much higher at idle, and highest under deceleration (like when you're going down a hill with your foot off the gas and the engine spinning at high RPM). Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: Vacuum From: KR2616TJ@aol.com Date: Tue, 22 Feb 2000 07:57:08 EST X-Message-Number: 6 In a message dated 2/22/00 6:50:48 AM Eastern Standard Time, planecraft@earthlink.net writes: << can you explain to how you rigged the vacuum to the intake manifold and made it work? I didn't think there was enough vacuum to operate the Artificial horizon! >> Rich, first of all you only need 8" to run the big instruments. Like I said, I'm taking mine out as unnecessary but this system works. The Aircraft Spruce catalogue shows the diagram of the Precise Flight standby vacuum system STC'd for most aircraft. Nippling the intake is simply converting this standby system to a full time system. In essence, all you do away with is the valve. I think I've got about $20.00 in my vacuum system. You do need a solid line from the intake to the regulator because you are pulling more vacuum on that side. All you will ever pull on the instrument side is 8". Now, this is not going to be optimal at all power setting. I just wanted to DG in cruise to cross reference my GPS.......I get dizzy trying to follow that #$^@#$^ wet compass. In this environment, it's going to work fine for me. Little theory here. Go look at the manifold pressure on a constant speed prop airplane. It will read the current pressure. There is no difference between the manifold pressure and the ambient pressure. When you start the engine, you are regulating the difference between the manifold and ambient pressure. At full power there should be very little difference, thus you have very little available vacuum to drive the instruments. At cruise, as you pull the power back, you are generating available vacuum to drive the instruments. As you continue to decrease power you increase vacuum, thus the pressure regulator you must put between the nipple and the instruments to maintain the 8"'s. I got mine from an airplane junkyard. It works just like a vacuum pump and is configured the same way, just your source line nipples to the intake instead of the pump. Go ask some of the old timers at your local airport and you will find out this was a primary vacuum source on older airplanes. Does anyone remember your older cars who had the windshield wipers configured this way? The faster you went, the slower the wipers went. At the stop light, they'd try to throw themselves off the car. Parts list......screw in nipple, hard line, regulater, vacuum line, vacuum gauge, instruments......filter. In that order. It's incredibly simple and light. Now the big thing, is vacuum needed on a KR, NAH. If you want vacuum, is there a way, YES..several. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ---------------------------------------------------------------------- Subject: Re: vaccum From: Willard561@aol.com Date: Tue, 22 Feb 2000 07:58:07 EST X-Message-Number: 7 In a message dated 00-02-22 06:47:21 EST, you write: << can't believe nobody brought this up, you can change the shape of the venturi's od to reduce drag. Some have even built them into the wings. The eng manifold is a good idea for a DG but I wouldn't want to loose anything else in the event of a power failure. just my two cents. >> Another thought, Garth Hess built a venturi out of fiberglass & put it in the wing root fairings. It was documented in an old KR News letter, I am on the road again, yet, still so I can't scan & email it. Bill Higdon Willard561@aol.com ---------------------------------------------------------------------- Subject: Re: South African KR-2 conversion From: =?iso-8859-1?q?Graham=20Schott?= Date: Tue, 22 Feb 2000 05:45:13 -0800 (PST) X-Message-Number: 8 Hi Guys My test pilot told me: . Use a very long sealed runway (> 1 mile) . Always fly at a speed of 80 knots or more even approach and climb out . Keep the ball centered then its as simple as a C-172 but it takes a while to actually land touchdown is about 60 kts this has been good advice as you get used to the KR2 flight at 65 knots is easy you can even do a flypast at 165 kts --- Kobus de Wet wrote: > Hi Guys. > Will all South African KR-2 owners who are having > problems doing a > conversion onto type, please contact me as I might > have something going for > Kobus de Wet > Cape Town South Africa GMT +2.00 > mailto:jfdewet@intekom.co.za > Ph +27-21-988-3671 > Fax +27-21-987-1850 > Cell 082-424-0194 > http://home.intekom.com/kobusdw > > > --- > You are currently subscribed to kr-net as: > gands_schott@yahoo.com > To unsubscribe send a blank email to > leave-kr-net-177744Q@telelists.com > __________________________________________________ Do You Yahoo!? Talk to your friends online with Yahoo! Messenger. http://im.yahoo.com ---------------------------------------------------------------------- Subject: battery size? From: "Mark Langford" Date: Tue, 22 Feb 2000 09:00:33 -0600 X-Message-Number: 9 BatteryHeads, I'd like to hear from anybody flying with a tiny battery and getting away with it. Richard Mole is using an 8Ah in his 2.2L JPX powered Jodel, and I've even heard of folks using a motorcycle or lawn tractor battery in a KR. I decided to go with a 16Ah, rather than the more common 25 or 35. It weighs 13.5 pounds, rather than the more usual 21 or 27. There are more details of my battery research (and twisted logic) at http://home.hiwaay.net/~langford/kmarkl.html#update . Any comments are welcome... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Horizontal Stab. attach From: "Seifert, Richard E" Date: Tue, 22 Feb 2000 07:02:13 -0800 X-Message-Number: 10 From: "Robert Smith" Date: Mon, 21 Feb 2000 21:46:23 -0500 X-Message-Number: 26 I'm just getting around to making the 3 3/16 ply webs that attach the hstab/elev spars to the fuselage and it seems that the lever arm is kind of long (hstab spar) and the fuse width at the point of attachment is kind of narrow (6 inches or so). This worries me. Does anyone think that a little beefing-up here might be needed? Please, someone, convince me that the plans design is adequate! Bob Smith, Albany, NY mailto:rsmith5@nycap.rr.com Robert I can understand how you would be worried about the plans attach method, it does look small compared to the lever length, but you should remember that the lever (horizontal tip) will be loaded symmetrically across both sides of the stabilizer. The worst loading it will ever see is when you lift the tail (tail dragger) to push it into the hanger as I do. I lift at the inboard front edge (not the tip) of the stab and push it across the hanger door track. I have never heard of failure of this attach point but if you are still worried you could use a good Birch plywood instead of the Mahogany plywood I used. Hope this helps. Rich Seifert KR-2 N56SR ---------------------------------------------------------------------- Subject: FW: KR-2 Rudder size From: "Seifert, Richard E" Date: Tue, 22 Feb 2000 07:26:02 -0800 X-Message-Number: 11 > ---------- > From: Seifert, Richard E > Sent: 22 February, 2000 7:24 AM > To: 'colin.hales@dial.pipex.com' > Subject: KR-2 Rudder size > > Colin > I saw your post to the KR-net about your concern for directional > stability on take off. I have been flying my KR-2 for about 8 years and > have not had the problem you described. I suspect your problem will > diminish greatly when you fly solo. When taking off with two aboard > acceleration will be slower and the transition between tailwheel control > and rudder control is longer. I seldom fly with two aboard and therefore > have been very satisfied with the KR-2's crosswind capabilities. At air > speeds above thirty the KR rudder seems very effective and I would > hesitate to increase it's area unless you will be flying consistently with > two aboard. Hope this helps. > Rich Seifert KR-2 N56SR > ---------------------------------------------------------------------- Subject: Re: kr-net digest: February 21, 2000 From: Gognij@aol.com Date: Tue, 22 Feb 2000 10:30:34 EST X-Message-Number: 12 Robert Do you have an electrical system on your KR2? That is an excellent empty weight! ---------------------------------------------------------------------- Subject: Re: hstab attach to fuselage From: Mike Mims Date: Tue, 22 Feb 2000 07:53:14 -0800 (PST) X-Message-Number: 13 Considering that the load on the Hstab is almost always negative its not like its gonna pull out. --- Robert Smith wrote: > I'm just getting around to making the 3 3/16 ply > webs that attach the hstab/elev spars to the fuselage and it seems thatthe lever arm is kind of long (hstab spar) and the fuse width at the point of attachment is kind of narrow (6 inches or so). This worries me. ===== ........| .......-^- ....-/_____\- ...(O\__o__/O) ...[#]oxxxo[#] ---Y2K Beetle--- __________________________________________________ Do You Yahoo!? Talk to your friends online with Yahoo! Messenger. http://im.yahoo.com ---------------------------------------------------------------------- Subject: RE: vacuam system From: glenn lacy Date: Tue, 22 Feb 2000 10:55:57 -0500 X-Message-Number: 14 Hello KR-Netters, I have been reading the posts about how to generate vacuam simply and cheaply in a KR. Here is an idea some of you may wish to consider. A friend of mine custom builds exhaust systems for homebuilts. He sometimes welds in a tube which sticks into the exhaust stream to generate a vacuam. This is connected to the engine crankcase vent to put a little negative pressure on it which will reduce oil leakage and also keep the oil thrown out thru the vent pipe from getting on the belly. He builds the exhaust systems used by Sean Tucker and the Northern Lights aerobatic team. Sean's system has about 1000 hrs on it now. Sean's mechanic tells him it is incredible how clean the engine stays, even with all the aerobatic and high G maneuvers. I would imagine it would keep a VW cleaner also. I was thinking why not try using something like this a vacuam source for instruments. My friend tells me that in some basic but not extensive testing he gets about 2" vacuam. This is probably not enough by itself but with some experimentation it could be increased. Possibly a venturi could be designed into the exhaust collector if you were using a 4 into1 type of setup. The intake manifold setup as mentioned on previous postings develops high vacuam at lower power settings and lower vacuam at high power settings and the exhaust setup develops just the opposite. Perhaps the two systems could be combined to give the best of both worlds. Just some food for thought for you kr-netters and my 2 cents worth. Glenn Lacy cubcopter@worldnet.att.net ---------------------------------------------------------------------- Subject: Re: Horizontal Stab. attach From: "Christopher Stewart" Date: Tue, 22 Feb 2000 10:53:53 -0500 X-Message-Number: 15 On the front web of of the horz. stab. I used double 3/32 ply on mine, laminated them together, is seems very strong. Chris Stewart Whitesville WV KR-1XL ----- Original Message ----- From: "Seifert, Richard E" To: "KR-net users group" Sent: Tuesday, February 22, 2000 10:02 AM Subject: [kr-net] Horizontal Stab. attach > From: "Robert Smith" > Date: Mon, 21 Feb 2000 21:46:23 -0500 > X-Message-Number: 26 > I'm just getting around to making the 3 3/16 ply webs that attach the > hstab/elev spars to the fuselage and it seems that the lever arm is kind of > long (hstab spar) and the fuse width at the point of attachment is kind of > narrow (6 inches or so). This worries me. > Does anyone think that a little beefing-up here might be needed? Please, > someone, convince me that the plans design is adequate! > Bob Smith, Albany, NY > mailto:rsmith5@nycap.rr.com > > Robert > I can understand how you would be worried about the plans attach > method, it does look small compared to the lever length, but you should > remember that the lever (horizontal tip) will be loaded symmetrically across > both sides of the stabilizer. The worst loading it will ever see is when > you lift the tail (tail dragger) to push it into the hanger as I do. I lift > at the inboard front edge (not the tip) of the stab and push it across the > hanger door track. I have never heard of failure of this attach point but > if you are still worried you could use a good Birch plywood instead of the > Mahogany plywood I used. Hope this helps. > Rich Seifert KR-2 N56SR > > > > --- > You are currently subscribed to kr-net as: cstewart@inetone.net > To unsubscribe send a blank email to leave-kr-net-176785O@telelists.com > ---------------------------------------------------------------------- Subject: N541RY Status Update From: Ross Youngblood Date: Tue, 22 Feb 2000 11:52:49 -0700 X-Message-Number: 16 I'm moved in! For those interested, my new address is 3461 W Jasper Chandler, AZ 85226 I purchased a 8'x16' trailer this weekend, and I'm on my way up to Oregon to pick up my baby! I will be taking photos. -- Ross ---------------------------------------------------------------------- Subject: EA-71 for sale. From: "Richard Parker" Date: Tue, 22 Feb 2000 12:23:24 PST X-Message-Number: 17 Heres a hot firewall forward package on ebay. it even includes the instrument panel. Its currently at $760 with 10 hours left on the bidding. Even if you dont want the EA-71 the rest of the stuff is probably worth the dough. I believe the redrive should fit on the EA-81 as well but the 71 with the redrive would work ok in a kr. go to www.ebay.com and check out the aircraft parts section for more details. (I'm not the one selling it) Rich Parker Peterboro. New Hampster >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> Model EA71,complete,with reduction unit by CGS.6 belt unit.wood propeller,5 ft 10 ins.long. Was in baby ace,with nose cowl,radiator,electric fan,firewall,motor mount,instrument panel,airspeed,altimeter,turn and bank,climb,tach to 7000 rpm,oil temp,pressure,water temp,hobbsmeter with 10.1 HOURS,owner said he never ran it.2 barrel carb,alternator,auto ignition,exhaust pipes, keys, no starter, in storage at FAA repair station, looks unused,propeller hanging on shop wall. ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ---------------------------------------------------------------------- Subject: logs and documents From: "TONY SOLDANO" Date: Tue, 22 Feb 2000 13:57:05 -0800 X-Message-Number: 18 I've purchased a kr2 in boat stage but the origanal builder has lost his logs.Keeping logs from this point on is no problem,but will there be any problems with the work that has allready been done? ---------------------------------------------------------------------- Subject: secondary ignition system on VW Happy covversion From: "BillStarrs" Date: Wed, 23 Feb 2000 16:24:44 -0700 X-Message-Number: 19 This is a multi-part message in MIME format. ------=_NextPart_000_008A_01BF7E1A.7EA8BBA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Can anyone tell me where the wires coming off the coils go to which = cylinders? The firing order is 1,2,3,4 Visit the Arizona Catholic Evidence Guild at = www.cybertrails.com/~bstarrs Find out for yourself exactly what the = Catholic Church teaches. ------=_NextPart_000_008A_01BF7E1A.7EA8BBA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Can anyone tell me where the wires coming off = the coils=20 go to which cylinders? The firing order is 1,2,3,4
Visit the Arizona Catholic Evidence = Guild at www.cybertrails.com/~bstarrs=  =20 Find out for yourself exactly what the Catholic Church=20 teaches.
------=_NextPart_000_008A_01BF7E1A.7EA8BBA0-- ---------------------------------------------------------------------- Subject: Venturi From: AviationMech@aol.com Date: Tue, 22 Feb 2000 18:53:18 EST X-Message-Number: 20 Hi Leo; I (N110LR) have an 8 in venturi. It drives a horizon and a turn and bank. I don't have a vacuum gauge so I can't tell you how much Hg it pulls. Although the instruments start to spin on engine run up, they don't become stable until I reach a climb out speed of about 70 MPH. As for the Do's and Don'ts of a small aircraft VFR vice IFR, and how meny or which type of insturments to have is a personal thing. Each of us plays our own version of "Sky King". I have met people who only drive their cars on Sunday. The great thing about the KR, is the versital platform that Ken and Stu designed for us to play with. Orma AviationMech@aol.com ---------------------------------------------------------------------- Subject: Cross wind From: AviationMech@aol.com Date: Tue, 22 Feb 2000 18:54:49 EST X-Message-Number: 21 I try not to place myself in the position of an Ex--Spert..(defined as a has been that cant Cum) , but here goes my version. Cross winds and the KR don't agree. An old newsletter placed the Index for the KR at 10Kts. I have found during cross wind takeoffs that the wing is being pushed into the ground as fast as the ailerons are capable of responding. Aileron response at the KR's low stall/ lift off speed is slugish. Being low to the ground does not help. This means that there is very little time to react. At 10 or less Kts, you have plenty of time to react, above that its a gamble. For those of you that have experience riding a cycle, try to remember what it is like on the highway and a wind gust pushes you and your 400 Lb bike. The same is true in the KR, except the wings react more with the wind. With a high wing like the 172, you have the time it takes a wing 6 feet above ground to reach the ground before you get into trouble. In a KR you have only 2 feet. Jeanett's tall alum gear gives increased ground clearence over the other options available. I have landed with a 90deg crosse wind at over twice that speed. My KR was crabbed nearly 45deg into the wind. On touch down I applied all my right rudder and all by brakeing power. I have to agree that I was both crazy and very lucky. I would not be able to tell the story if I had made just one mistake. I hope this helps Orma AviationMech@aol.com ---------------------------------------------------------------------- Subject: Re: venturi From: "J.R.L. Engineering Consortium Ltd." Date: Tue, 22 Feb 2000 17:57:40 -0600 X-Message-Number: 22 ----------------------------------------------------- Date: Monday, February 21, 2000 2:56 PM Subject: [kr-net] Re: venturi >In a message dated 2/21/00 12:20:56 PM Eastern Standard Time, >adrena.bh@zaz.com.br writes: > ><< i think a vaccum pump is hard to adapt in vw engine and a 8'' > venturi causes too much drag , so what to do ? > can anyone give a answer ? >> > >Go electronics and save weight. ---------------------------------------------------------------------- Subject: Re: logs and documents From: "Tony Wright" Date: Tue, 22 Feb 2000 19:04:34 -0500 X-Message-Number: 23 TONY, THE REGS. STATE THAT YOU MUST BUILD AT LEAST 51% OF THE AIRPLANE. STARTING FROM THE BOAT STAGE LEAVES YOU PLENTY OF TIME. ----- Original Message ----- From: TONY SOLDANO To: KR-net users group Sent: Tuesday, February 22, 2000 4:57 PM Subject: [kr-net] logs and documents > I've purchased a kr2 in boat stage but the origanal builder has lost his > logs.Keeping logs from this point on is no problem,but will there be any > problems with the work that has allready been done? > > --- > You are currently subscribed to kr-net as: wrightt@tir.com > To unsubscribe send a blank email to leave-kr-net-17558K@telelists.com > ---------------------------------------------------------------------- Subject: Re: secondary ignition system on VW Happy covversion From: "Mark Langford" Date: Tue, 22 Feb 2000 18:05:33 -0600 X-Message-Number: 24 This is a multi-part message in MIME format. ------=_NextPart_000_000C_01BF7D5F.69ABB8D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Bill wrote: >Can anyone tell me where the wires coming off the coils go to which = cylinders? The firing order is 1,2,3,4 If you're talking about a VW, the firing order is 1432. Number 1 is the = one (if you're standing at the prop spinner) on the far right, number 2 = is close right, number 3 is far left, and number 4 is close left. Does = that answer your question? If it's a Soob or something, I pass... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------=_NextPart_000_000C_01BF7D5F.69ABB8D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Bill = wrote:
 
>Can anyone tell me where = the wires=20 coming off the coils go to which cylinders? The firing order is=20 1,2,3,4
 
If you're talking about a VW, the firing order is = 1432. =20 Number 1 is the one (if you're standing at the prop spinner) on the far = right,=20 number 2 is close right, number 3 is far left, and number 4 is close = left. =20 Does that answer your question?  If it's a Soob or something, I=20 pass...

Mark Langford,   Huntsville, Alabama
mailto:langford@hiwaay.net
see= KR2S=20 project N56ML at http://home.hiwaay.net/~langfor= d
 
 
------=_NextPart_000_000C_01BF7D5F.69ABB8D0-- ---------------------------------------------------------------------- Subject: lesson learned From: "Edwin Blocher" Date: Tue, 22 Feb 2000 18:59:53 -0600 X-Message-Number: 25 This is a multi-part message in MIME format. ------=_NextPart_000_0023_01BF7D67.014277E0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable Too late I found out that micro doesn't sand like I thought it would = after filling staple holes. I was sure I had read that it sanded rather = easily. Wrong. I left excess micro on the fuselsage, thinking like I was = finishing sheet rock, but now it is going to take me several days to get = it sanded as smooth as I wany it. Micro sure clogs up sandpaper. Now a = question - how about Smooth Prime over the epoxy sealer on the fuselage? = Maybe then I could get back to the "baby butt" smooth finish I had = before I filled the staple holes Ed Blocher Moody, AL mailto: kr-n899eb@mindspring.com ------=_NextPart_000_0023_01BF7D67.014277E0 Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
Too late I found out that micro doesn't sand like I thought it = would after=20 filling staple holes. I was sure I had read that it sanded rather = easily.=20 Wrong. I left excess micro on the fuselsage, thinking like I was = finishing sheet=20 rock, but now it is going to take me several days to get it sanded as = smooth as=20 I wany it. Micro sure clogs up sandpaper. Now a question - how about = Smooth=20 Prime over the epoxy sealer on the fuselage? Maybe then I could get back = to the=20 "baby butt" smooth finish I had before I filled the staple holes
Ed Blocher
Moody, AL
mailto: kr-n899eb@mindspring.com ------=_NextPart_000_0023_01BF7D67.014277E0-- ---------------------------------------------------------------------- Subject: Re: flying with a almost full panel From: Bobby Muse Date: Tue, 22 Feb 2000 19:53:45 -0600 X-Message-Number: 26 At 09:03 PM 02/21/2000 -0400, you wrote: >If you wanted a high performance >aircraft buy a lancair about 5 times the amount that your spending on >your KR.Keep the kr original. > How about 12 times? Bobby Muse N122B - Wimberley, TX mailto:bmuse@mindspring.com ---------------------------------------------------------------------- Subject: Re: battery size? From: GARYKR2@cs.com Date: Tue, 22 Feb 2000 21:14:07 EST X-Message-Number: 27 That's what I have in my "2". The book rates cold cranking amps at 200 and something. Remember, the amp rating for a battery is what it will give you for 1 hour, with no charge. i.e. 8 amp for 2 hr., 4 amp for 4 hr., ect. At about 1yr time in service she starts to loose output, but you won't notice it for quit a while. I have a 35 amp Jap alt. charging my battery [starter, position, landing, strobes, cockpit flood and post lites, radios, 009 dist]. Gary Hinkle [A&P] Middletown, Pa. garykr2@cs.com ---------------------------------------------------------------------- Subject: Re: Fw: KR2 RUDDERS . From: jscott.pilot@juno.com Date: Tue, 22 Feb 2000 19:55:41 -0700 X-Message-Number: 28 > From: > To: > Sent: Tuesday, February 22, 2000 12:51 AM > Subject: KR2 RUDDERS . > > > > The aircraft is finally undergoing flight- testing. My allocated test > pilotand I are > > about half-way through the test-schedule and the overall performance of > the aircraft is > > more than satisfactory , but not to say excellent. We have one major > concern which is > > the cross-wind performance of the aircraft on take off. I have a fully > steerable tailwheel > > and can easily control the direction as long as the tail is on the ground. > The problem > > occurs as the tail lifts : at low speed and with a stbd cross wind higher > than 5 knots, it > > seems practically impossible to keep the aircraft straight. The torque of > the engine > > contributes mostly to this quite sudden and almost uncontrolable swing as > soon as the tail > > wheel lifts , and also the gyroscopic effect , but not in as majorproportions. After > > investigating different ways to overcome the problem (tail wheel springs, > etc), my test > > pilot and I came to the conclusion that the best solution would probably > be to build a > > larger rudder. > > > I had a look at your very impressive website, hoping to find a picture of > a KR2 with a > > bigger rudder, but couldn't find any... At which point I wonder if I am > the only KR2 > > builder/pilot to experience this problem and if so - why ?! > > > I would very much appreciate hearing from you or from other KR2 builders > and get your > > advice/comments on that issue. I have only just subscribed to the KRnet > mailing list but > > I understand it could take some time before I can become a member of it. > Therefore please >do not hesitate to forward this e-mail to other > KR2 > builders if it may speed things up a bit . > > > Thanks very much, > > > Colin Hales > > colin.hales@dial.pipex.com > I usually keep the tail down so I have the tailwheel doing the steering up through at least 40 mph. Faster if the crosswind component is over 10 Kts. 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: battery size? From: Mike Mims Date: Tue, 22 Feb 2000 19:38:08 -0800 X-Message-Number: 29 Mark Langford wrote: > > BatteryHeads, > > I'd like to hear from anybody flying with a tiny battery and getting away > with it. >>> Well obviously I aint flying with a small battery but if I had a battery dependent ignition and fuel delivery system I would go with one big one or two small ones. I am sure you have thought about this tough. -- 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: Vacuum From: Mike Mims Date: Tue, 22 Feb 2000 19:44:36 -0800 X-Message-Number: 30 KR2616TJ@aol.com wrote: > Now the big thing, is vacuum needed on a KR, NAH. If you want vacuum, is > there a way, YES..several. > > Dana Overall I say we add turbos and use bleed air, this way you just force regulated air through the instruments like on your Bonanza! :o) On a more serious note, the system you are talking about was installed on all of our single engine aircraft at the air taxi. One day I had to test it because I really wondered if it worked. Sure enough it worked just fine. -- 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: venturi From: "R.W. Moore" Date: Tue, 22 Feb 2000 23:30:25 -0500 X-Message-Number: 31 I am the inventor of "THE MISSING LINK" vacuum pump drive systen for VW airplane engines. R. W. Moore ---------- > From: J.R.L. Engineering Consortium Ltd. > To: KR-net users group > Subject: [kr-net] Re: venturi > Date: Tuesday, February 22, 2000 6:57 PM > > > ----------------------------------------------------- > Date: Monday, February 21, 2000 2:56 PM > Subject: [kr-net] Re: venturi > > > >In a message dated 2/21/00 12:20:56 PM Eastern Standard Time, > >adrena.bh@zaz.com.br writes: > > > ><< i think a vaccum pump is hard to adapt in vw engine and a 8'' > > venturi causes too much drag , so what to do ? > > can anyone give a answer ? >> > > > >Go electronics and save weight. > > > > --- > You are currently subscribed to kr-net as: rwmoore@alltel.net > To unsubscribe send a blank email to leave-kr-net-17710K@telelists.com ---------------------------------------------------------------------- Subject: Re: battery size? From: WGLIDE78@aol.com Date: Tue, 22 Feb 2000 23:34:49 EST X-Message-Number: 32 I'll probably never find the reference material, but in the last year I read about a supper light high amp battery called a start stick for aircraft ---I'll look around and see if I can find it---maybe someone else knows about it? Jeff G wglide78@aol.com Seattle ---------------------------------------------------------------------- Subject: Re: venturi From: Knitehwk@aol.com Date: Wed, 23 Feb 2000 00:31:49 EST X-Message-Number: 33 HHmmm very insteresting ....i probably should have thought about my question before i asked it .....LOL now it makes perfect sence thnx Mark Glenn ---------------------------------------------------------------------- Subject: RE: vacuam system From: Knitehwk@aol.com Date: Wed, 23 Feb 2000 00:55:09 EST X-Message-Number: 34 that might be a VERY usefull idea the piper twin series uses that type of exhausting although not for instrument vacuum but its on ther Glenn ---------------------------------------------------------------------- Subject: Interested in KR building....need info. From: "Dan Villeneuve" Date: Tue, 22 Feb 2000 23:07:40 -0800 X-Message-Number: 35 I am new to this whole home-build scene and would like some information. I have built R/C planes before and would like to turn this into something that I can share with my father. I can understand that this is a whole different ballgame, that is why I am seeking information before jumping in too deep. Are there any books that you all would suggest to research the building process, wieght and tolerances of the KR in perticular, engine options, etc. This may all seem elementary to some of you, but I want all the info that I can get before getting a plane half build and desiding that I can't handle it. If possible I'd like someone to become an email buddy with me so that I can pick his/her brain. If so you can email me at djvilleneuve22@hotmail.com, if not any help that I can recieve here without taking up unneeded space appreciated. Dan Villeneuve ---------------------------------------------------------------------- Subject: Re: battery size? From: "Dan Villeneuve" Date: Tue, 22 Feb 2000 23:17:37 -0800 X-Message-Number: 36 I am not sure that I'm being of any help at all here, but have any of you heard of or used a gel-cell battery? They use them for car adio competetions. I'm not sure what the amps are on the batteries, but they have a longer charge life. I'm sure that they push enough amps since they are use to push these big stereo systems. If this isn't any help, I'm sorry.....I'm new to this and trying to learn as much as I can, but I thought this may be of some help....maybe not, I don't really know at this point. --- 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