From: To: Subject: krnet Digest 4 Jan 2001 05:38:34 -0000 Issue 148 Date: Wednesday, January 03, 2001 9:38 PM krnet Digest 4 Jan 2001 05:38:34 -0000 Issue 148 Topics (messages 3467 through 3496): kr2s in nova scotia area 3467 by: graham Edwards 3468 by: Gaston Landry 3473 by: Brian Vasseur Dragonfly canopy hinge 3469 by: Oscar Zuniga IFR, build time, fuselage widening, etc. 3470 by: Mark Langford 3481 by: KR2616TJ.aol.com 3484 by: Clay1Pilot.aol.com Wing chord 3471 by: KMcKen.aol.com 3472 by: Tracy & Carol O'Brien 3475 by: GARYKR2.cs.com Re: egt's 3474 by: GARYKR2.cs.com Wing attach fittings 3476 by: Robert 3477 by: Livingstone, Danny (DJ) 3478 by: Tracy & Carol O'Brien 3482 by: David R. Christensen 3483 by: David R. Christensen 3491 by: Brian Vasseur 3496 by: David R. Christensen Re: tri gear 3479 by: Flymaca711689.cs.com 3494 by: FRED SMITH 3495 by: Mark Langford Brake setup 3480 by: Livingstone, Danny (DJ) Attachment, from Flymaca711689@cs.com 3485 by: Robert Stone 3486 by: KR2616TJ.aol.com 3492 by: Brian Vasseur Re: IFR, long. 3487 by: KR2616TJ.aol.com 3490 by: virgnvs.juno.com mail problems from fly mac 3488 by: Flymaca711689.cs.com Getting there 3489 by: Al Friesen KR/IFR 3493 by: John Roffey Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Tue, 2 Jan 2001 18:13:02 -0400 To: "plane stuff kr" From: jg.edwards@ns.sympatico.ca (graham Edwards) Subject: kr2s in nova scotia area Message-ID: <007401c07509$2f9010e0$0101a8c0@sympatico.ca> ------=_NextPart_000_0071_01C074E7.A5850700 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Does anyone know of a KR2 or KR2S in or around Nova Scotia Canada thanks Graham jg.edwards@ns.sympatico.ca ------=_NextPart_000_0071_01C074E7.A5850700-- ------------------------------ Date: Tue, 02 Jan 2001 19:47:40 -0400 To: jg.edwards@ns.sympatico.ca, krnet@mailinglists.org From: "Gaston Landry" Subject: Re: KR> kr2s in nova scotia area Message-ID: Graham, When I went to the Havelock, NB fly-in, back in August, there was a kr-2 there, from NS... I can't remember whose it was, or what town, but I had gotten a pic of the info sheet that was sitting on his seat, which had his name and town on it... if I can find that pic, I'll let you know... in the meantime, I'm sure there's someone else on the mailing list who might be able to tell you who that was... (Jim Sellars, are you still on the list?) :oP Gaston >From: jg.edwards@ns.sympatico.ca (graham Edwards) >To: "plane stuff kr" >Subject: KR> kr2s in nova scotia area >Date: Tue, 2 Jan 2001 18:13:02 -0400 > >Does anyone know of a KR2 or KR2S in or around Nova Scotia Canada >thanks >Graham >jg.edwards@ns.sympatico.ca _________________________________________________________________________ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. ------------------------------ Date: Tue, 2 Jan 2001 19:55:47 -0700 To: "Gaston Landry" , , From: "Brian Vasseur" Subject: Re: KR> kr2s in nova scotia area Message-ID: <011301c07530$ac597e00$2c45e4cf@C5477> Go to the TC website at the link below to get the current list of KR's in Canada. http://www.tc.gc.ca/aviation/activepages/ccarcs/ExtraSearches.asp?x_lang=e Scroll down the page and put in RAND for the make and you'll get a list to start from. You can click on the results to see where they're located. Brian ----- Original Message ----- From: "Gaston Landry" To: ; Sent: Tuesday, January 02, 2001 4:47 PM Subject: Re: KR> kr2s in nova scotia area > Graham, > When I went to the Havelock, NB fly-in, back in August, there was a kr-2 > there, from NS... I can't remember whose it was, or what town, but I had > gotten a pic of the info sheet that was sitting on his seat, which had his > name and town on it... if I can find that pic, I'll let you know... > in the meantime, I'm sure there's someone else on the mailing list who might > be able to tell you who that was... > (Jim Sellars, are you still on the list?) :oP > > Gaston > > > >From: jg.edwards@ns.sympatico.ca (graham Edwards) > >To: "plane stuff kr" > >Subject: KR> kr2s in nova scotia area > >Date: Tue, 2 Jan 2001 18:13:02 -0400 > > > >Does anyone know of a KR2 or KR2S in or around Nova Scotia Canada > >thanks > >Graham > >jg.edwards@ns.sympatico.ca > > _________________________________________________________________________ > Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Wed, 03 Jan 2001 01:11:04 To: krnet@mailinglists.org From: "Oscar Zuniga" Subject: Dragonfly canopy hinge Message-ID: Bob wrote: >Are these being currently being used successfly on Dragonflys? >Does anyone have an internet address for the dragonfly people >where I could see some photos of these in use? Bob, contact Pat Panzera [panzera@cnetech.com]... I'll bet he can point you to (a)some online photos, or (b)somebody with D'fly canopy info. He's building a D'fly and a Q2, Corvair powered. I know he has his canopy mounted on the D'fly, but not sure about the Q. Oscar Zuniga Medford, Oregon mailto: taildrags@hotmail.com website at http://www.geocities.com/taildrags/ _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com ------------------------------ Date: Tue, 2 Jan 2001 20:05:30 -0600 To: From: "Mark Langford" Subject: IFR, build time, fuselage widening, etc. Message-ID: <010301c07529$a640d6f0$561cf618@600athlon> KRNetHeads, Somebody asked about KR build time. I thought I'd wait and see what was said, and so far it's not been much, so I'll throw in my 2 cents worth. But since I now have over 2800 hours building time in mine, you may want to take this with a grain of salt. From what I've seen (mostly published in the Newsletter) typical build time is something between 1500 and 2000 hours. I've seen ONE plane that was built in 800 hours, and it was pretty rough looking. It was probably safe to fly, but it was not something you'd want to show off to your friends. It depends on what you want. Most guys who build something themselves don't want to be embarrassed when they tell somebody they built it themselves, so we tend to try to make them look decent. I don't think you'll find many "experienced" IFR KR pilots. Not many people try that. As Dana will be quick to tell you, you really need to be able to fly hands off to fold maps and such, and flying this plane is going to be demanding enough in turbulent weather. I don't claim to be an expert on IFR travel, just parroting what I've heard many times with regards to KRs. Conventional wisdom (at least on KRNet) is that the KR is not an acceptable IFR platform, not to mention the weight penalty of the instruments themselves. One other thing that I'd like to mention. A KRNetter called the other day to see if ALL KRs were as narrow in the cockpit as the KR-2. He'd gone to look at a project for sale, and discovered that he physically could not fit in the plane. This reminded me that I need to get on my soapbox again, regarding widening the fuselage. If you are building one of these to stock width, and you have never even SAT in a KR, you owe it to yourself to find out how narrow it really is. It's so easy to widen, and makes all the difference in the world with respect to comfort. Now if you plan to fly 99% of the time by yourself, it might not make any difference, unless you decide to sell it later. Personally I plan to share the KR experience with anybody I can drag away with me, so it matters to me. And just in case there's still a question, the KR-2S is exactly the same width as the KR-2 in the cockpit. The only dimension that BEGGED to be changed, remained the same! My only guess as to why would be that somebody didn't want to bother making wider premolded parts. And while it's true that you can't use the premolded parts if you widen past an inch or more, from what I've heard you'd be surprised at how much time it takes to make the premolded parts fit anyway! After all, these planes are all different, and you'd have to be dreaming to think you could pull the parts off of one and make them fit perfectly on another. I recently found several more fuselage pictures and updated that part of my web site, and made the points that I've made above regarding fuselage width. I also need to go through all the rest and add things that I've learned since creating them, such as "add the antenna to the front of the v/s spar", rather than forgetting like I did. It helps to have the big picture when you're at that stage, rather than finding out later that you should have installed that antenna six months ago. By the way, my latest progress on my plane has been the engine, most recently some research on advancing the cam at http://home.hiwaay.net/~langford/corvair/cam_advance.html and how to "degree" the cam (which even applies to VWs) at http://home.hiwaay.net/~langford/corvair/degree_cam.html . Other stuff related to my engine is under http://home.hiwaay.net/~langford/corvair . Other opinions are welcome. That's just mine. If nothing else maybe I'll spark a discussion or two... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Wed, 3 Jan 2001 08:09:26 EST To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> IFR, build time, fuselage widening, etc. Message-ID: In a message dated 01/02/2001 9:03:04 PM Eastern Standard Time, langford@hiwaay.net writes: << I don't think you'll find many "experienced" IFR KR pilots. Not many people try that. As Dana will be quick to tell you, you really need to be able to fly hands off to fold maps and such, and flying this plane is going to be demanding enough in turbulent weather. >> I'll jump on my favorite flying...............IFR. To heck with seeing:-), flying blind is the way to go. Seriously, there is quite a bit of difference between flying IFR and getting yourself out of IMC. We recently had a new autopilot installed in the Bonanza that will couple with various approaches and allows hands free flying to check out low level charts and approach plates. Hand flying a very stable airplane on a long cross country IFR flight, can be a very exhausting experience if you do not use proper cockpit resource management. As far as the KR goes, I really don't think an artificial horizon is a required piece of equipment. The KR is NOT an IFR airplane. I do think a good electric turn coordinator is necessary. If your look at your TC you will see that is marked "2 minutes". What this is telling you if you put your airplane in a standard rate turn you will be covering 3 degrees per second, thus 20 seconds equals 60 degrees and so on. Now, how to use this in your KR if you do get IMC. Don't panic, unless that cloud is a tower and will spit you out the top or is full of ice, no cloud has ever knocked an airplane out of the sky. Look at your heading as your enter the cloud. Now roll into a standard rate turn and glance at your watch. If your hold that standard rate turn, one minute later you should be on a reciprocal heading which should fly you out of the IMC. Someone posted the life span of a VFR pilot in IMC. It's something like 2 1/2 minutes or something like that. If someone knows what it is exactly, would you please post it. If you know the temp. and dewpoint you can also get a rough idea where the clouds you want to stay away from are located at. Divide the difference between the temp. and dewpoint spread by 2.5 and that is going to get you close to where the bases of cumulus clouds are located at. What I am getting at here is if you do a little calculating using the information you got from your weather briefing from FSS, you can dramatically improve your decision making if something does go south. Those new to the KRNet have not heard my tirade concerning training under the hood and partial panel but I am big believer in both. Most accidents do not occur in perfect weather with all systems working. Most VFR flight accidents in route are a result of system failure or VFR flight into IMC. Practice what will hurt you and it just may save your butt. It sure is better to be able to get out of something because you know how, than to say to yourself, "man I wish I would have practiced this" when the pucker factor is high. Sure training under the hood can be tough, but what about if you had to do it in real conditions. Think about it. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Wed, 3 Jan 2001 11:05:44 EST To: krnet@mailinglists.org From: Clay1Pilot@aol.com Subject: Re: KR> IFR, build time, fuselage widening, etc. Message-ID: <18.6f666df.2784a7d8@aol.com> Perhaps we're looking at what happened to John Kennedy? An interesting view from the eyes of disoriented pilot---or VFR only pilot not trained or equipped for instrument flight. 178 Seconds to Live How long can a pilot who has little or no instrument training expect to live after he flies into bad weather and loses visual contact? Researchers at the University of Illinois did some tests and came up with some very interesting data. Twenty student "guinea pigs" flew into simulated instrument weather, and all went into graveyard spirals or roller coasters [a tribute to the U of I flight training program??]. The outcome differed in only one respect - the time required till control was lost. The interval ranged from 480 seconds to 20 seconds. The average time was 178 seconds-two seconds short of three minutes. Here's the fatal scenario. . . . . . . The sky is overcast and the visibility is poor. That reported five mile visibility looks more like two, and you can't judge the height of the overcast. Your altimeter tells you that you are at 1500 feet but your map tells you that there's local terrain as high as 1200 feet. There might be a tower nearby because you're not sure how far off course you are. But you've flown into worse weather than this, so press on. You find yourself unconsciously easing back just a bit on the controls to clear those towers. With no warning, you're in the soup. You peer so hard into the milky white mist that your eyes hurt. You fight the feeling in your stomach. You try to swallow, only to find your mouth dry. Now you realize you should have waited for better weather. The appointment was important, but not all that important. Somewhere a voice is saying, "You've had it- it's all over!" You now have 178 seconds to live. Your aircraft feels on even keel but your compass turns slowly. You push a little rudder and add a little pressure on the controls to stop the turn but this feels unnatural and you return the controls to their original position. This feels better but now your compass is turning a little faster and your airspeed is increasing slightly. You scan your instruments for help but what you see looks somewhat unfamiliar. You're sure that this is just a bad spot. You'll break out in a few minutes. (But you don't have a few minutes left. . .) You now have 100 seconds to live. You glance at your altimeter and you are shocked to see it unwinding. You're already down to 1200 feet. Instinctively, you pull back on the controls but the altimeter still unwinds. The engine is into the red and the airspeed, nearly so. You have 45 seconds to live. Now you're sweating and shaking. There must be something wrong with the controls; pulling back only moves the airspeed indicator further into the red. You can hear the wind tearing at the aircraft. You are about to meet your Maker; you have 10 seconds to live. Suddenly you see the ground. The trees rush up at you. You can see the horizon if you turn your head far enough but it's at a weird angle-you're almost inverted. You open your mouth to scream but. . . . . . . . . .you just ran out of seconds. Think about it before you press on into marginal weather. ------------------------------ Date: Tue, 2 Jan 2001 21:07:38 EST To: krnet@mailinglists.org From: KMcKen@aol.com Subject: Wing chord Message-ID: <4a.f9200bf.2783e36a@aol.com> --part1_4a.f9200bf.2783e36a_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Hey gang. I am in the dark about something. This may be some very elementary but I am going to ask. In reference to wing chord length is the chord measured from the LE to the TE of the aileron? For example. I have a R/C plane and from the LE to the TE of the aileron is 9" is that he chord or would the chord be less the measurement of the aileron? Any help and suggestive reading would be greatly appreciated. Keith Ft. Myers, FL. --part1_4a.f9200bf.2783e36a_boundary-- ------------------------------ Date: Tue, 02 Jan 2001 18:24:07 -0800 To: KMcKen@aol.com,krnet@mailinglists.org From: Tracy & Carol O'Brien Subject: Re: KR> Wing chord Message-Id: <3.0.3.32.20010102182407.00706c64@localaccess.com> At 09:07 PM 01/02/2001 EST, KMcKen@aol.com wrote: >Hey gang. I am in the dark about something. This may be some very elementary >but I am going to ask. In reference to wing chord length is the chord >measured from the LE to the TE of the aileron? For example. I have a R/C >plane and from the LE to the TE of the aileron is 9" is that he chord or >would the chord be less the measurement of the aileron? Any help and >suggestive reading would be greatly appreciated. > >Keith >Ft. Myers, FL. > Keith, et al, Wing chord is from leading edge to trailing edge, even if that trailing edge is part of the aileron or (unextended) flap. Flaps on a Cessna alter the chord of the wing in the area of the flaps when extended. Regards, Tracy O'Brien ------------------------------ Date: Tue, 2 Jan 2001 22:46:25 EST To: KMcKen@aol.com, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> Wing chord Message-ID: <32.eb96a78.2783fa91@cs.com> In a message dated 1/2/01 9:08:34 PM Eastern Standard Time, KMcKen@aol.com writes: << Hey gang. I am in the dark about something. This may be some very elementary but I am going to ask. In reference to wing chord length is the chord measured from the LE to the TE of the aileron? For example. I have a R/C plane and from the LE to the TE of the aileron is 9" is that he chord or would the chord be less the measurement of the aileron? Any help and suggestive reading would be greatly appreciated. Keith Ft. Myers, FL. >> The whole thing is measured. the aileron is part of the lifting surface. Always remember, the only stupid questions are the ones you DON'T ask.( I used to teach aircraft maint.) Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Tue, 2 Jan 2001 22:35:55 EST To: toys@ufl.edu, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> egt's Message-ID: <7b.e603ffc.2783f81b@cs.com> In a message dated 1/1/01 7:33:28 PM Eastern Standard Time, toys@ufl.edu writes: << Can any one tell me- what effect- if any, does ambient air temperature have on indicated EGT? P-mail me , or share with the net. >> The gauge is affected by different temps. When you buy an EGT, it will tell you in the instructions what the error will be at different temps. If you are asking about the mixture in the engine, the colder the intake air, the leaner the mixture will be. I fly with the carb heat on all the time in the winter to avoid having to reset the mixture. There is more to it than that, but that is the simple answer. If more detail is needed, let me know and I will do a crash coarse for the net. Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Tue, 2 Jan 2001 23:59:11 -0500 To: From: "Robert" Subject: Wing attach fittings Message-ID: <006a01c07541$ea483a60$9084a6d0@robert> KRNetters, OK, since there are no stupid questions and this is really bothering me. Why can't the wing attach fittings be made with a drill press two at a time to make sure they are matched pairs? I mean to say, I could buy a pretty good drill press and the 4130 steel for the $395.00 that RR is asking for them. Even if the drill bit has to be cooled, I could put it out in the yard and run the hose on it while drilling. There just must be somthing that I don't understand why these are not home made to save more then $300.00. I make less then $300 in one week so I could spend a week making these and still be ahead. Please help me understand why these can't be home made? Do they have to be so exact that even a fraction of an inch will ruin them? Dumbfounded and still in Michigan, Robert By the way, are there any builders or KR's in Tucson on the newsgroup? I will soon be moving there. ------------------------------ Date: Wed, 3 Jan 2001 07:26:57 +0200 To: krnet@mailinglists.org From: "Livingstone, Danny (DJ)" Subject: RE: KR> Wing attach fittings Message-ID: Robert I made mine, one thing you must keep in mind is the actual size of the drill bit there must be no play when the bolts are fitted. I had the problem that the bolts had play as they are usualy smaller in O.D. than there quoted size. What you must do in this case is to actually measure the bolts you are intending to use with a vernier. Drill the hole smaller than required and ream to perfect size with a reaming tool. Keep in mind that the rear spars have diheadral and are swept forward, you may end up building spares. .....and Bobs jour uncle, easy isn't it!. Danny South Africa > -----Original Message----- > From: Robert [SMTP:Taoist@northlink.net] > Sent: Wednesday, January 03, 2001 6:59 AM > To: krnet@mailinglists.org > Subject: KR> Wing attach fittings > > KRNetters, > > OK, since there are no stupid questions and this is really bothering me. > Why can't the wing attach fittings be made with a drill press two at a > time > to make sure they are matched pairs? I mean to say, I could buy a pretty > good drill press and the 4130 steel for the $395.00 that RR is asking for > them. Even if the drill bit has to be cooled, I could put it out in the > yard and run the hose on it while drilling. There just must be somthing > that I don't understand why these are not home made to save more then > $300.00. I make less then $300 in one week so I could spend a week making > these and still be ahead. Please help me understand why these can't be > home > made? Do they have to be so exact that even a fraction of an inch will > ruin > them? > > Dumbfounded and still in Michigan, > > Robert > > By the way, are there any builders or KR's in Tucson on the newsgroup? I > will soon be moving there. > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org ********************************************************************** This email and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this email in error please notify the system manager. All opinions expressed are the sender's own and not necessarily that of the employer. ********************************************************************** ------------------------------ Date: Tue, 02 Jan 2001 22:25:25 -0800 To: "Robert" , From: Tracy & Carol O'Brien Subject: Re: KR> Wing attach fittings Message-Id: <3.0.3.32.20010102222525.00c8be84@localaccess.com> > >OK, since there are no stupid questions and this is really bothering me. >Why can't the wing attach fittings be made with a drill press two at a time >to make sure they are matched pairs? I mean to say, I could buy a pretty >good drill press and the 4130 steel for the $395.00 that RR is asking for >them. Even if the drill bit has to be cooled, I could put it out in the >yard and run the hose on it while drilling. There just must be somthing >that I don't understand why these are not home made to save more then >$300.00. I make less then $300 in one week so I could spend a week making >these and still be ahead. Please help me understand why these can't be home >made? Do they have to be so exact that even a fraction of an inch will ruin >them? > >Dumbfounded and still in Michigan, > >Robert Netters: This is a good question! Actually, someone with more time than money could make up a drill fixture using press-in drill bushings and a couple of locating stops and crank the fittings out for the cost of the 4130 sheet. The trick would be to have someone with a digital readout on their milling machine do the layout of the drill fixture to assure its accuracy. The alternative is to have the parts cut on a CNC laser or water jet unit. The bolt holes should be cut a couple of thousands under and reamed to size in this case. Cutting cost would be $3 to $7 each, plus the cost of material. Question: does RR (or anyone else) heat treat these parts? I know there are arguments for or against heat treating these types of parts, and it might be good to bounce this around! Regards, Tracy O'Brien Chehalis, WA ------------------------------ Date: Wed, 3 Jan 2001 06:27:32 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> Wing attach fittings Message-ID: <002901c07591$4fba6fe0$50785ad1@davec> Robert - Wing attach fittings are quite easy to make. They do not have to even match each other exactly as the spars are drilled with a drill guide that locates on the back side with both fittings clamped in place so the hole always comes out in exactly the right place. This guide is very easy to make. To get the proper size hole take a #10 drill and sand it down on your disc sander until it drills a hole in a 4130 test piece that fits snugly on a #10 bolt. (Note: After drilling through the spar with this drill, another #10 drill prepared in the same way for the proper size hole in the wood can be used to ream the hole in the wood only, otherwise the hole in the wood will be too small for the bolt. The edges of the fittings can be sawed out with a very slow band saw or a hack saw and then finished off with a bench grinder and a disc sander and deburred with a file. Epoxy primer like Randolph Epibond works well for the finish. Dave -----Original Message----- From: Robert To: krnet@mailinglists.org Date: Tuesday, January 02, 2001 10:10 PM Subject: KR> Wing attach fittings >KRNetters, > >OK, since there are no stupid questions and this is really bothering me. >Why can't the wing attach fittings be made with a drill press two at a time >to make sure they are matched pairs? I mean to say, I could buy a pretty >good drill press and the 4130 steel for the $395.00 that RR is asking for >them. Even if the drill bit has to be cooled, I could put it out in the >yard and run the hose on it while drilling. There just must be somthing >that I don't understand why these are not home made to save more then >$300.00. I make less then $300 in one week so I could spend a week making >these and still be ahead. Please help me understand why these can't be home >made? Do they have to be so exact that even a fraction of an inch will ruin >them? > >Dumbfounded and still in Michigan, > >Robert > >By the way, are there any builders or KR's in Tucson on the newsgroup? I >will soon be moving there. > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org ------------------------------ Date: Wed, 3 Jan 2001 06:33:00 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> Wing attach fittings Message-ID: <003201c07592$133e5120$50785ad1@davec> Robert - After drilling the hole in the wood to the proper size you can seal the inside of the hole by coating with epoxy and inserting a waxed bolt into the hole which can be easily removed after the epoxy cures Dave -----Original Message----- From: Robert To: krnet@mailinglists.org Date: Tuesday, January 02, 2001 10:10 PM Subject: KR> Wing attach fittings >KRNetters, > >OK, since there are no stupid questions and this is really bothering me. >Why can't the wing attach fittings be made with a drill press two at a time >to make sure they are matched pairs? I mean to say, I could buy a pretty >good drill press and the 4130 steel for the $395.00 that RR is asking for >them. Even if the drill bit has to be cooled, I could put it out in the >yard and run the hose on it while drilling. There just must be somthing >that I don't understand why these are not home made to save more then >$300.00. I make less then $300 in one week so I could spend a week making >these and still be ahead. Please help me understand why these can't be home >made? Do they have to be so exact that even a fraction of an inch will ruin >them? > >Dumbfounded and still in Michigan, > >Robert > >By the way, are there any builders or KR's in Tucson on the newsgroup? I >will soon be moving there. > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org ------------------------------ Date: Wed, 3 Jan 2001 20:08:49 -0700 To: "Robert" , From: "Brian Vasseur" Subject: Re: KR> Wing attach fittings Message-ID: <001f01c075fb$a91f0f40$2c45e4cf@C5477> The wing attach fittings can be made with a drill press. Although I bought mine I made the fittings for my VP-1 myself. Here's the trick. 1. Buy a REALLY good drill bit one size smaller than what you need. You'll have to ream out the holes. You'll need bits for all the hole sizes. If you buy the cheaper drill bits you'll use more of them. 2. Set the drill press up to run as slow as possible. Buy a little tube of cutting oil, or maybe even WD40 will work. If you keep the work cool the bit lasts longer. 3. Print off templates for every piece you will cut and glue them to the metal pieces with rubber cement. The templates should have an X or + where the bolt holes are. Use a centre punch to locate the hold before you start drilling. Find a friend who has a drawing program on his computer if you don't have one yourself. Draw all the pieces edge to edge so you don't have to cut around all 4 sides of the pieces. 4. If you are starting with a sheet of 4130 (i.e. 12"x12" or whatever the plans say) you can have the pieces sheared off. Most machine shops, welding shops or aviation overhaul places have shearing machines and I found it easier to have the pieces sheared off than to cut them with the bandsaw (which goes really really slow). 5. Using a belt sander or disc sander round off the edges. This part goes pretty quick, just don't overheat the piece. If it starts to feel hot dip it in water for a few seconds. 6. I used Tremclad rust paint and primer for my pieces after they were done. I used 240 grit in my belt sander for all the pieces before I sprayed them with primer. You don't have to heat treat 4130, that's already done. That's why it's hard already. If you overheat it (to discoloration) it becomes much harder, and impossible to drill thru. It also becomes more brittle so the best bet is to take your time. So you can save your money and buy a drill press, which you pretty much need to build a KR anyways. If you're building a KR on a budget you just have to expect it will take longer. ----- Original Message ----- From: "Robert" To: Sent: Tuesday, January 02, 2001 9:59 PM Subject: KR> Wing attach fittings > KRNetters, > > OK, since there are no stupid questions and this is really bothering me. > Why can't the wing attach fittings be made with a drill press two at a time > to make sure they are matched pairs? I mean to say, I could buy a pretty > good drill press and the 4130 steel for the $395.00 that RR is asking for > them. Even if the drill bit has to be cooled, I could put it out in the > yard and run the hose on it while drilling. There just must be somthing > that I don't understand why these are not home made to save more then > $300.00. I make less then $300 in one week so I could spend a week making > these and still be ahead. Please help me understand why these can't be home > made? Do they have to be so exact that even a fraction of an inch will ruin > them? > > Dumbfounded and still in Michigan, > > Robert > > By the way, are there any builders or KR's in Tucson on the newsgroup? I > will soon be moving there. > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Wed, 3 Jan 2001 22:43:49 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> Wing attach fittings Message-ID: <001f01c07619$b25eef80$8e785ad1@davec> Robert - I forgot to mention my drill press is set up for 284 rpm. I modified an inexpensive Rockwell drill press by adding a Sears spindle with the usual series of pulleys on one end and a large and small pulley on the other end. The motor has a large and small pulley on it. The motor and spindle are mounted on a piece of plywood which attaches to the motor mount. This magnifies the high rpm capability as well as enabling a very low speed. At this rpm a standard drill will cut very well without wearing out. I use a little cutting oil also. Dave -----Original Message----- From: Robert To: krnet@mailinglists.org Date: Tuesday, January 02, 2001 10:10 PM Subject: KR> Wing attach fittings >KRNetters, > >OK, since there are no stupid questions and this is really bothering me. >Why can't the wing attach fittings be made with a drill press two at a time >to make sure they are matched pairs? I mean to say, I could buy a pretty >good drill press and the 4130 steel for the $395.00 that RR is asking for >them. Even if the drill bit has to be cooled, I could put it out in the >yard and run the hose on it while drilling. There just must be somthing >that I don't understand why these are not home made to save more then >$300.00. I make less then $300 in one week so I could spend a week making >these and still be ahead. Please help me understand why these can't be home >made? Do they have to be so exact that even a fraction of an inch will ruin >them? > >Dumbfounded and still in Michigan, > >Robert > >By the way, are there any builders or KR's in Tucson on the newsgroup? I >will soon be moving there. > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org ------------------------------ Date: Wed, 3 Jan 2001 04:28:49 EST To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: Fwd: tri gear Message-ID: <77.e5ae18a.27844ad1@cs.com> --part1_77.e5ae18a.27844ad1_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit --part1_77.e5ae18a.27844ad1_boundary Content-Type: message/rfc822 Content-Disposition: inline Return-path: From: Flymaca711689@cs.com Full-name: Flymaca711689 Message-ID: Date: Wed, 3 Jan 2001 04:18:57 EST Subject: Fwd: tri gear To: krnet@mailinglist.olg MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="part2_77.e5ae18a.27844881_boundary" X-Mailer: CompuServe 2000 32-bit sub 111 --part2_77.e5ae18a.27844881_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit --part2_77.e5ae18a.27844881_boundary Content-Type: message/rfc822 Content-Disposition: inline Return-path: From: Flymaca711689@cs.com Full-name: Flymaca711689 Message-ID: <6.10277c45.27820d8a@cs.com> Date: Mon, 1 Jan 2001 11:42:50 EST Subject: tri gear To: krnet@mailinglists.olg MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Mailer: CompuServe 2000 32-bit sub 111 happy newyear all im haveing problems with my nose gear my first nose gear was fiberglass my new one was!! adeil unit ilive on agrass strip out side of washington it fold 5inch from caster im running a1834 full electrical and starter note i have 10hrs taxi test and posa tuning no problems idid hit hole but seam ok . iwas sitting runnig up engine when itried tomove it fold it needs to be stronger no way corvair or o200 is going to be operated out of grass strip mac mcfarland jr --part2_77.e5ae18a.27844881_boundary-- --part1_77.e5ae18a.27844ad1_boundary-- ------------------------------ Date: Wed, 03 Jan 2001 22:02:30 -0600 To: Flymaca711689@cs.com From: FRED SMITH CC: krnet@mailinglists.org Subject: Re: KR> Fwd: tri gear Message-ID: <3A53F5D5.855E5D14@bushnell.net> > happy newyear all im haveing problems with my nose gear my first nose gear > was fiberglass my new one was!! adeil unit ilive on agrass strip out side of > washington it fold 5inch from caster im running a1834 full electrical and > starter note i have 10hrs taxi test and posa tuning no problems idid hit hole > but seam ok . iwas sitting runnig up engine when itried tomove it fold it > needs to be stronger no way corvair or o200 is going to be operated out of > grass strip > > > mac mcfarland jr > > I am making my own nose gear out of 1-1/2" od x .25" w alum tubing and bracing > to engine mount. Have already made gear, and motor mount for my 0235 lycom. was > going with corvair but still long ways to having engine rebuilt. decided on > 0235 with dual mags. I am also using 5 x 500 tires on all gears for cushion and > grass strips. Time will tell. thanks fred smith ------------------------------ Date: Wed, 3 Jan 2001 22:18:47 -0600 To: From: "Mark Langford" Subject: Re: KR> Fwd: tri gear Message-ID: <00af01c07605$71486da0$561cf618@600athlon> Somebody wrote: >no way corvair or o200 is going to be operated out of grass strip JUST WATCH ME!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Wed, 3 Jan 2001 13:38:45 +0200 To: "'krnet@mailinglists.org'" From: "Livingstone, Danny (DJ)" Subject: Brake setup Message-ID: Hello Netters A while back, Mark L. posted my brake setup on the net to if anybody could identify it, well I found it at http://home.regent.edu/ruthven/bd-5.html . It turns out to be from a BEDE 5. Thanks to those who replied and thank you Mark for the posting. PS Mark could give me the link to my KR on your site if its still there. Thanks Danny South Africa ********************************************************************** This email and any files transmitted with it are confidential and intended solely for the use of the individual or entity to whom they are addressed. If you have received this email in error please notify the system manager. All opinions expressed are the sender's own and not necessarily that of the employer. ********************************************************************** ------------------------------ Date: Wed, 3 Jan 2001 11:18:12 -0600 To: "KRNet" From: "Robert Stone" Subject: Attachment, from Flymaca711689@cs.com Message-ID: <001201c075a9$27786ba0$0101a8c0@pavilion> ------=_NextPart_000_000F_01C07576.DC0CF000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Members: Has anyone had a problem getting the attachment up on screen = sent out be Flymaca711689@cs.com. I tried and it would not come on = screen after waiting aprox. six minutes. The message w/att was sent out = on the KRNet at 3:29AM, 3 Jan 01. Bob Stone ------=_NextPart_000_000F_01C07576.DC0CF000-- ------------------------------ Date: Wed, 3 Jan 2001 15:00:06 EST To: rlspjs@dashlink.com, krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> Attachment, from Flymaca711689@cs.com Message-ID: <36.102959de.2784dec6@aol.com> In a message dated 01/03/2001 12:19:06 PM Eastern Standard Time, rlspjs@dashlink.com writes: << Members: Has anyone had a problem getting the attachment up on screen sent out be Flymaca711689@cs.com. I tried and it would not come on screen after waiting aprox. six minutes. The message w/att was sent out on the KRNet at 3:29AM, 3 Jan 01. >> I think I would be a little worried about a virus with a message being sent out at 3:29AM. Maybe not, but I will always hit the delete button on any attachment if I don't know it's coming. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Wed, 3 Jan 2001 20:10:48 -0700 To: "Robert Stone" , "KRNet" From: "Brian Vasseur" Subject: Re: KR> Attachment, from Flymaca711689@cs.com Message-ID: <003f01c075fb$eff7a800$2c45e4cf@C5477> I had no problems with the attachments, it was forwarded from Netscape email (twice). I use Outlook Express 5 and I've seen this quite a bit. ----- Original Message ----- From: "Robert Stone" To: "KRNet" Sent: Wednesday, January 03, 2001 10:18 AM Subject: KR> Attachment, from Flymaca711689@cs.com Members: Has anyone had a problem getting the attachment up on screen sent out be Flymaca711689@cs.com. I tried and it would not come on screen after waiting aprox. six minutes. The message w/att was sent out on the KRNet at 3:29AM, 3 Jan 01. Bob Stone ------------------------------ Date: Wed, 3 Jan 2001 15:54:21 EST To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> IFR, long. Message-ID: In a message dated 01/03/2001 11:06:55 AM Eastern Standard Time, Clay1Pilot@aol.com writes: << The interval ranged from 480 seconds to 20 seconds. The average time was 178 seconds-two seconds short of three minutes. >> I've had a couple of people e-mail me off the net for the thread I posted last year about hood training so I thought I would repeat it as best as I can. Do this in the airplane you will be flying. Get a current licensed pilot to act as your safety pilot and ATC. Don't move your head much, just scan with your eyes. It's a wonder how fast you can go vertigo just reaching down to pick up a pencil you dropped on the floor. On your initial climbout, put the vision limiting device on and remember no cheating, you won't be able to in actual. Have your safety pilot instruct you to turn to a heading and climb to an altitude. Have your safety pilot instruct you to do some turns based on degrees to the left and right along with turns to headings. Next, find a good practice area and do some 180 degree turns using a standard rate on your turn coordinator. Do the turns both to the left and to the right. Be sure and time these turns, they should come out right at 60 seconds. At the completion of each turn, fly straight and level for at least 2 minutes. This is to simulate a 180 degree turn out of IMC and returning to VFR conditions. Now do climbs to a different altitude with no change in headings, once again level off to straight and level. Now that you have some altitude, descend to the initial altitude while maintain heading and airspeed. You don't want to overspeed the airplane, there have been many examples of Vne crashes because of this. Once again, level off into straight and level. Now that you have that, climb back up to that higher altitude but this time turn left 30 degrees without exceeding a standard rate turn. Using the standard rate formula, this turn should only take you 10 seconds. A little situational awareness can relieve a whole lot of misgivings. Once there level off and catch your breath. Back to work, climb another 1000' and turn right to a heading at least 60 degrees, try and level off at altitude and heading at the same time. Repeat this procedure on 1000' descents with turns to headings. Be sure and have your safety pilot relay these instructions to you in ATC phraseology. Now comes the fun part. Practice stalls under the hood. It is not difficult. Remember, nose up, bleed off speed, walk the high wing with rudder and recover. It is no more difficult than without the hood. What causing IMC loss of control? Stalls and unusual attitude. Under the hood, have your safety pilot put your airplane in non aggressive unusual attitudes and have you recover. Remember, the point of all this is to keep the airplane from progressing into unrecoverable attitudes. Keep the thing upright and you'll be fine. Unusual attitude recovery under the hood is of utmost importance. Remember the old RA approaches you practiced as a student??, once again have your safety pilot act as ACT and give you vectors to the final. Remember how it goes, "no repeats, turn left.................stop, turn left.................stop, descend to 1500, descend to 1000 etc. At about 500 feet remove your hood and land the airplane. It will surprise you how long it takes your vision to adjust to outside references after spending so much time under the hood. What you have done here is move from simple turns to headings to breaking out with each step more difficult than the previous one. It will work. This is not meant to be an introduction to instrument flying but simply a nice training regimen to keep you alive. Do I practice this, you better believe it. Sure it is much easier just to go flying, but is that making you a better pilot. Practice what is going to save your butt. Let's be honest here, how many of you out there know your short field final speed, Vx, Vy or Vm. Which one is most important?? Think maneuvering. With a KR in mind, does an airplane stall at a faster or slower airspeed as the CG moves aft. It's not what you might think. Think required down force on the horizontal stab. All of this you can do in probably an hour plus. Practice it, especially in your airplane and you will be a better pilot. There's a reason it takes you 40 hours under the hood to qualify to take your IFR ride and there is also a good reason why you must shoot 6 approaches with tracking and holds every 90 days to stay current. Instrument flying is a learned ability. You can only stay proficient with practice. Simply saying to yourself that you will never fly into IMC won't get you out of it when you do fly into it. They call it "inadvertent" flight into IMC, not intentional. Man this is a high soapbox, this may hurt jumping off of this one:-) Dana Overall Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Wed, 3 Jan 2001 21:00:04 -0500 To: KR2616TJ@aol.com From: virgnvs@juno.com Cc: krnet@mailinglists.org Subject: Re: KR> IFR, long. Message-ID: <20010103.211349.-380675.0.virgnvs@juno.com> Dana, Good on ya! Nice instructions for IFR. Remember Level Wings then Pitch in unusual attitudes. Wings give you the lift you need, then point the nose where you want it to go. (Pitch). Virg ------------------------------ Date: Wed, 3 Jan 2001 18:36:55 EST To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: mail problems from fly mac Message-ID: sorry guys im new to computers and close to my test flight and no idont sleep at night thats why im on the computer so late at night and early in the morning flying the simulater. by the way can you download the kr2 to work on flight simulator 2000 thanks flymac ------------------------------ Date: Wed, 3 Jan 2001 18:10:32 -0800 To: From: "Al Friesen" Subject: Getting there Message-ID: <004e01c075f3$86551700$61cb6cce@s8z8i0> ------=_NextPart_000_004B_01C075B0.76744880 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Guys, I made a video of most of the construction as I went along. Made a title = page with all the preamble of a movie with credits to those locally that = helped me. Made an ending with the phrase, "Now all I have to do is fly = it". I have 455 hrs. flying since I started 4.5 years ago, most of it in = tail draggers. I had a Sorrell Hiperlight SNS-8 which I flew to Calgary = 3.2 hrs. over the rockies at 10500' and back same day on a nice March = day. Flew it to Saskatoon,Sask. in 9.2 hrs. with 2 stops for fuel, even = went around a thunder clapper,south side, good tail wind. One day rest = and came back. It is hard to express the feeling of accomplishment of = such an adventure. Took me 2 weeks to get the hang of such a short = coupled a/c as the Hiperlight, wants to ground loop on transition from = tail up to tail wheel down. I am a bit edgy but will put the same = procedure to the KR. Start slowly and develop it over a period of time. = Al To post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org ------=_NextPart_000_004B_01C075B0.76744880-- ------------------------------ Date: Wed, 03 Jan 2001 22:24:38 -0600 To: "krnet@mailinglists.org" From: John Roffey Subject: KR/IFR Message-ID: <3A53FB05.F2DA9D0F@tir.com> Dana and others who dare fly IFR. I remember the first ten hours of IFR training I received in the Piper Arrow I co-owned was centered around the word TRIM. It went like this; Instructor " why are you climbing?" Me " I don't know." Instructor "Trim your pitch" Me "trim the pitch, ok, now we are level" Instructor "why are we turning? look at your heading" Me " I don't know" Instructor "trim your rudder,( the Arrow had rudder trim) watch the ball." Me "Rudder trim, ball centered. Now we are straight" It took a lot of work and around ten hours of turns, climbs and level but it was ingrained in me that straight AND level would only come from constant TRIM. With that in mind and only hearing about the pitch sensitivity of the KR and the inability to trim the thing for hands off straight and level, I can understand why we are building for VFR only. And Dana, TRIM is also the key for successful RA approaches. ASR and PAR are lifesavers for anyone who has a good IFR foundation in them. For the guys who are VFR only or for the yet to be pilots, ASR is Airport Surveillance Radar and has a non precision decent height of 800 feet, and PAR is Precision Approach Radar with the non reply commands of left, right, up and down correcting on a discreet frequency to a height of 50 feet or less above the runway. All this RA stuff comes at the end of IFR training, when you can do STRAIGHT and LEVEL at the same time and is generally a ball to do and gives a great confidence in your ability to handle the IFR system. I will not attempt IFR in my KR when its done but I will probably be a real good scud runner. I'm off my box now Dana, it's smaller than yours. John Roffey jeroffey@tir.com ------------------------------ End of krnet Digest ***********************************