From: To: Subject: krnet Digest 26 Jan 2001 01:12:17 -0000 Issue 160 Date: Thursday, January 25, 2001 5:12 PM krnet Digest 26 Jan 2001 01:12:17 -0000 Issue 160 Topics (messages 3782 through 3811): Re: wings and things 3782 by: cartera 3784 by: GARYKR2.cs.com 3789 by: David R. Christensen 3811 by: T152GMAN.aol.com Re: Canopy installation 3783 by: Frank Ross Re: electronic stuff 3785 by: GARYKR2.cs.com Magneto ignition harness needed for Slick 4316 3786 by: Tom Andersen Mechanical Brakes 3787 by: David McKelvey 3791 by: KR2616TJ.aol.com Re: good news..bad news 3788 by: Laheze.aol.com 3790 by: David R. Christensen 3804 by: Dave Bogdan 3810 by: GARYKR2.cs.com Prop strikes 3792 by: Linda Warner Revmaster missing 3793 by: David R. Christensen Belly-flap stall speed 3794 by: Stefan B. 3806 by: WA7YXF.aol.com The GAP 3795 by: William Schomas 3796 by: William J. Starrs 3797 by: jwells1.impop.bellatlantic.net 3799 by: KR2616TJ.aol.com 3800 by: Donald Reid 3803 by: David R. Christensen 3807 by: Kenneth L Wiltrout 3808 by: cartera New KR enthusiasts pilot license proposal and driver license requirements 3798 by: Guenther Bryce 3802 by: Garland, Norm F 3809 by: John P Moyle Re: RAF48 vs AS504X - An Editorial 3801 by: Todd Servaes sport pilot 3805 by: Flymaca711689.cs.com Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Wed, 24 Jan 2001 12:19:37 -0700 To: ron.martha@mindspring.com From: cartera CC: "David R. Christensen" , krnet mailing lists Subject: Re: KR> wings and things Message-ID: <3A6F2AC9.7398AE96@cuug.ab.ca> Hello Gang, Just can't stay quiet any more looks like some of these aircraft are just looking for a accident to happen and then wonder what the hell went wrong. Forget the type of wing you have and forget the flames because the wing does not make a dam, you got to know how to fly the KR. Approach is 1.3 times the stall, don't guess. Get the KR up to altitude and put in all kinds of configurations, flaps retracted, flaps extended gear up, gear down, try different approach speeds and see how it handles. Get to know your KR, I repeat get to know your KR. No bullshit!!!!!!!! Stall it, spiral it, and hopefully recover and then try some more. Dana has put up so much invaluable information for all phases of flight, listen to him, he knows what he is talking about!!!! These little above ab nitio pilots are full of opinions based on what???? Remember you license is only a license to learn more, I know yesterday you could not even spell peeelot and now you are one. No offense meant guys, but lets get realistic and Happy Flying! "RONALD.FREIBERGER" wrote: > > Interesting characteristic of a clean airplane. I built a Cassutt Sport, > and any approach speed over 90 meant you not only didn't land in the right > place, you went right past the airport. Finding the right approach speed is > much more important than having flaps. Learning those flight > characteristics is important, 'cause some day you might need a powerless > approach to the only good site in sight. > > Ron Freiberger... > mailto:ron.martha@mindspring.com > > -----Original Message----- > From: David R. Christensen [mailto:davec@favorites.com] > Sent: Wednesday, January 24, 2001 11:20 AM > To: krnet mailing lists > Subject: Fw: KR> wings and things > > An interesting flight characteristic of my KR-2 which has the standard > airfoil, retracts, and slightly oversize flaps is angle of descent vs. > approach speed. In a normal 90 mph approach with full flaps, I found that > rather than putting the nose down and diving steeper at the runway which > causes airspeed to get out of hand in a hurry, to increase my angle of > descent significantly I could pull the nose up and slow to 80 mph which is > still safely above my 60 mph stall speed. (I slow to 80 mph anyway when > rounding out at the end of the runway). This phenomenon may in part be due > to presentation of the flaps to the airstream at an increased angle and > possible increased interference drag of the extended gear. At any rate, > increasing angle of attack with resulting increase in drag and angle of > descent is a definite plus during landings, especially with less than > optimal mechanical brakes. > > -----Original Message----- > From: Steven Eberhart > To: krnet@mailinglists.org > Date: Tuesday, January 23, 2001 7:25 PM > Subject: KR> wings and things > > >I am sure a lot of you have been wondering if I left KRNet since I haven't > >jumped in on the current round of discussions about the KRNet alternative > >wing. I am still around, just a little older and slower. THe scars from > >previous flame wars have taken their tole. > > > >I just want to comment on a statement that was made about the KRNet > >alternative wing. Someone mentioned that the reduced drag on the top end > >was at the sacrefice of drag at higher angles of attack. This became part > >of the original design features after some of the initial research work > >had been done. Many of the KR pilots have commented that the KR is a > >slick airplane that you have to stay ahead of. Many builders add belly > >boards or flaps for use at higher angles of attack just so they can slow > >the plane down. The somewhat higher drag at high angles of attack seemed > >to be a situation of having your cake and eating it too. We didn't see it > >as the negative that it has been described as in recent posts. > > > >THe other item was the fact that when using the 18% root airfoil you end > >up with a deeper spar. Yup, that is the nature of the beast. But, guess > >what......use the 16% airfoil and you can use the stock spars. > > > >Not trying to get a fight started, just thought you might like to know a > >little of the history about the KRNet alternative wing. Burt Rutan > >thought enough of the designer of the KRNet alternative wing to have him > >design the airfoils for his Boomerang II. > > > > > >Steve Eberhart > >mailto:newtech@newtech.com > > > >One test is worth a thousand expert opinions but a thousand opinions are > >easier to get. --plagiarized from an unknown author > > > > > >--------------------------------------------------------------------- > >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 > > --------------------------------------------------------------------- > 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 > > --------------------------------------------------------------------- > 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 -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Date: Wed, 24 Jan 2001 21:01:21 EST To: davec@favorites.com, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: Fw: KR> wings and things Message-ID: In a message dated 1/24/01 10:14:59 AM Eastern Standard Time, davec@favorites.com writes: << In a normal 90 mph approach with full flaps, I found that rather than putting the nose down and diving steeper at the runway which causes airspeed to get out of hand in a hurry, to increase my angle of descent significantly I could pull the nose up and slow to 80 mph which is still safely above my 60 mph stall speed. >> When I started flying my "2" I had the same problem. I was flying it like a C421. Lower the nose and away she went. And ended up using too much runway. This went on for about 6 or 7 hours. Then while watching one of my W.W.II flicks it dawned on me. This baby handles like a fighter, so land it like a fighter. IT WORKED !!!!!!!! 85mph downwind and base leg. Slow to 75 on short final, 65 over the fence. Nice and smooth with little float. Touch tail first. It's down. Watch a fighter fly a pattern, nose high, and copy it. The KRs I have flown so far have handled great doing this. On grass I can be down and stopped in a 1000ft, hard surface I use 1500ft. The only draw back is you loose your forward sight. The same as in an old fighter or a plane with a radial engine. No big deal. Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Wed, 24 Jan 2001 21:36:28 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> wings and things Message-ID: <002c01c08690$c490a400$1e785ad1@davec> Cartera, Yes, I suspect a lot of first flight landing incidents are due to underestimating the stall speed of the KR. If you go by the advertised 52 mph (clean) without performing actual flight tests you're in for a big surprise. Of course the real fun starts when the tailwheel contacts the runway. I did many runs down the runway with the tail up before my first flight. I always made sure I was idled back and below 50 mph before lowering the tail during these tests to avoid inadvertant flight. Once this is mastered you have accomplished the ground roll phase of the wheel landing process. A smooth touch down in a wheel landing with the KR at about 70 mph is a snap with a steady hand. A good support for the arm is a must to steady those first flight jitters. At the time of my first flight Kevin Kelly was with RR and I took his advice on the best landing technique to use with the KR. He said a tail low wheel landing works best. This advice has served me well over the years. A little extra speed on approach feels good to me. The slower and more steady you are on the runway when you pull the tail down and lose forward visibility the easier it is to stay in control. Hence the wheel landing and slowdown with the tail up and flaps down (50 mph minus vs 60 mph plus). A slight nose down attitude during this phase seems to help slow the plane down. I fly final in my other plane, an Acrosport biplane, at 100 mph and 1700 to 1800 rpm. It has a climb prop on it and as I round out I throttle back to idle. The climb prop feels like an air brake at this point and with the extra speed and idle power the touchdown is smooth with no rebound. I also do wheel landings exclusively in this plane for the same reasons as with the KR. Each KR is unique so we all have to find our own best technique. I am speaking from 10 years of flying the KR and 18 years with the Acrosport. Let's keep these birds in the air. Too many KR's are damaged and out of service. I go to a lot of fly-in's and even at Oshkosh rarely see more than two or three others in attendance. Haven't been to a KR Gathering yet. That would be fun. Dave -----Original Message----- From: cartera To: ron.martha@mindspring.com Cc: David R. Christensen ; krnet mailing lists Date: Wednesday, January 24, 2001 12:30 PM Subject: Re: KR> wings and things >Hello Gang, >Just can't stay quiet any more looks like some of these aircraft are >just >looking for a accident to happen and then wonder what the hell went >wrong. Forget the type of wing you have and forget the flames because >the wing does not make a dam, you got to know how to fly the KR. >Approach is 1.3 times the stall, don't guess. Get the KR up to altitude >and put in all kinds of configurations, flaps retracted, flaps extended >gear up, gear down, try different approach speeds and see how it >handles. >Get to know your KR, I repeat get to know your KR. No bullshit!!!!!!!! >Stall it, spiral it, and hopefully recover and then try some more. >Dana has put up so much invaluable information for all phases of flight, >listen to him, he knows what he is talking about!!!! These little above >ab nitio pilots are full of opinions based on what???? Remember you >license is only a license to learn more, I know yesterday you could >not even spell peeelot and now you are one. No offense meant guys, but >lets get realistic and Happy Flying! > >"RONALD.FREIBERGER" wrote: >> >> Interesting characteristic of a clean airplane. I built a Cassutt Sport, >> and any approach speed over 90 meant you not only didn't land in the right >> place, you went right past the airport. Finding the right approach speed is >> much more important than having flaps. Learning those flight >> characteristics is important, 'cause some day you might need a powerless >> approach to the only good site in sight. >> >> Ron Freiberger... >> mailto:ron.martha@mindspring.com >> >> -----Original Message----- >> From: David R. Christensen [mailto:davec@favorites.com] >> Sent: Wednesday, January 24, 2001 11:20 AM >> To: krnet mailing lists >> Subject: Fw: KR> wings and things >> >> An interesting flight characteristic of my KR-2 which has the standard >> airfoil, retracts, and slightly oversize flaps is angle of descent vs. >> approach speed. In a normal 90 mph approach with full flaps, I found that >> rather than putting the nose down and diving steeper at the runway which >> causes airspeed to get out of hand in a hurry, to increase my angle of >> descent significantly I could pull the nose up and slow to 80 mph which is >> still safely above my 60 mph stall speed. (I slow to 80 mph anyway when >> rounding out at the end of the runway). This phenomenon may in part be due >> to presentation of the flaps to the airstream at an increased angle and >> possible increased interference drag of the extended gear. At any rate, >> increasing angle of attack with resulting increase in drag and angle of >> descent is a definite plus during landings, especially with less than >> optimal mechanical brakes. >> >> -----Original Message----- >> From: Steven Eberhart >> To: krnet@mailinglists.org >> Date: Tuesday, January 23, 2001 7:25 PM >> Subject: KR> wings and things >> >> >I am sure a lot of you have been wondering if I left KRNet since I haven't >> >jumped in on the current round of discussions about the KRNet alternative >> >wing. I am still around, just a little older and slower. THe scars from >> >previous flame wars have taken their tole. >> > >> >I just want to comment on a statement that was made about the KRNet >> >alternative wing. Someone mentioned that the reduced drag on the top end >> >was at the sacrefice of drag at higher angles of attack. This became part >> >of the original design features after some of the initial research work >> >had been done. Many of the KR pilots have commented that the KR is a >> >slick airplane that you have to stay ahead of. Many builders add belly >> >boards or flaps for use at higher angles of attack just so they can slow >> >the plane down. The somewhat higher drag at high angles of attack seemed >> >to be a situation of having your cake and eating it too. We didn't see it >> >as the negative that it has been described as in recent posts. >> > >> >THe other item was the fact that when using the 18% root airfoil you end >> >up with a deeper spar. Yup, that is the nature of the beast. But, guess >> >what......use the 16% airfoil and you can use the stock spars. >> > >> >Not trying to get a fight started, just thought you might like to know a >> >little of the history about the KRNet alternative wing. Burt Rutan >> >thought enough of the designer of the KRNet alternative wing to have him >> >design the airfoils for his Boomerang II. >> > >> > >> >Steve Eberhart >> >mailto:newtech@newtech.com >> > >> >One test is worth a thousand expert opinions but a thousand opinions are >> >easier to get. --plagiarized from an unknown author >> > >> > >> >--------------------------------------------------------------------- >> >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 >> >> --------------------------------------------------------------------- >> 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 >> >> --------------------------------------------------------------------- >> 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 > >-- >Adrian VE6AFY >Calgary, Alberta >Mailto:cartera@cuug.ab.ca >http://www.cuug.ab.ca/~cartera ------------------------------ Date: Thu, 25 Jan 2001 20:10:58 EST To: davec@favorites.com, krnet@mailinglists.org From: T152GMAN@aol.com Subject: Re: Fw: KR> wings and things Message-ID: <40.693d2a3.27a228a2@aol.com> --part1_40.693d2a3.27a228a2_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit has anyone ever put vortex generators on a kr?Would they help at all. --part1_40.693d2a3.27a228a2_boundary-- ------------------------------ Date: Wed, 24 Jan 2001 16:21:52 -0800 (PST) To: krnet mailing lists From: Frank Ross Subject: Re: Canopy installation Message-ID: <20010125002152.190.qmail@web4703.mail.yahoo.com> Dave, Great idea. Definitely one I'll keep and use.I like to make prototypes of anything I'm building first so I don't make my mistakes on the final product. This fits right in. Good thing about that steel blade...I've got enough scars on my fingers as it is... Thanks --- "David R. Christensen" wrote: > Frank, > On my original canopy installation procedure I > laid up a few layers of > fiberglass on top of the protective film coated with > mold release wax on the > canopy > Dave ===== Frank Ross, San Antonio, TX, __________________________________________________ Do You Yahoo!? Yahoo! Auctions - Buy the things you want at great prices. http://auctions.yahoo.com/ ------------------------------ Date: Wed, 24 Jan 2001 21:24:57 EST To: scottnorville@pol.net, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> electronic stuff Message-ID: In a message dated 1/24/01 10:32:34 AM Eastern Standard Time, scottnorville@pol.net writes: << Two questions for those who have gone before: How many candles of strobe are required for night flight? It sounds like it would be 400, and does that mean I can use 4 of the 100 candle strobes from Great Plains (top, belly and wingtips)? Also, I have a casual mix of used/surplus instuments. For the electics (TBI etc, I would like a near-IFR board because I'm a guy--I like stuff, NO plans to fly into clouds, don't start that up again) there are all kinds of plugs, 3-6 prong screw-on. Does anyone know a source for generic wiring connectors or at least schematics for such? Thanks, Scott >> First off, Strobes are measured in Joules. Don't ask, I do not know the conversion. The power is for each light, not all of them added up. Depending on how you put the lights on, you could get away with one. Better to place one on each wing tip. A/C Spruce book shows where they have to be installed. Use a set of strobes sold by Aircraft Spruce, Wicks, Wag-Aero, ect and you will be legal for night flight. Day only doesn't matter what you put on. I used Aeroflash piggyback strobes that fit onto the position lights, with the power units in the wing tips. By putting the power units in the tips, you do not need shielded wire. Saves weight and money. Watch the voltage of surplus instruments. Also some need 400hz A/C. Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Wed, 24 Jan 2001 21:35:21 -0500 To: From: "Tom Andersen" Subject: Magneto ignition harness needed for Slick 4316 Message-ID: <002b01c08677$7707bd40$77dc5818@triad.rr.com> ------=_NextPart_000_0028_01C0864D.8DE56A00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi folks, Anyone have a Slick 4316 magneto ignition harness they want to sell? Also what is the best place to buy a new one? I have a 65hp VW that = needs a new one. The harness wires were 27yrs old and corroded off. -Tom Andersen ------=_NextPart_000_0028_01C0864D.8DE56A00-- ------------------------------ Date: Wed, 24 Jan 2001 16:50:33 -0600 To: From: "David McKelvey" Subject: Mechanical Brakes Message-ID: Anyone using mechanical brakes. How is the brake assy held in place? Is there a bracket made to keep it from rotating in a Deihl gear leg? Thanks, dave davmck@witty.com Grapevine TX ------------------------------ Date: Thu, 25 Jan 2001 07:52:15 EST To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> Mechanical Brakes Message-ID: In a message dated 1/24/01 10:21:21 PM Eastern Standard Time, davmck@gte.net writes: << Anyone using mechanical brakes. How is the brake assy held in place? Is there a bracket made to keep it from rotating in a Deihl gear leg? >> David, I know I am probably going to offend (imagine that:-) some people with mechanical gear here but I would really recommend you go with some type of hydraulic brakes. Especially if you are using Deihl gear legs. Most people will say that the mechanical brakes work marginally good at best. There is a problem with keeping them round, which poses more of a problem with taildraggers than tri's. I got the prototype assembly from Steve Bennett at Great Plains a couple of years ago. Mark Langford and I pestered him enough at Sun & Fun that I finally talked him into it. He has a great set of hydraulics at substantially less than Cleveland and substantially lighters. Differential braking sure is nice, even in a taildragger. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ------------------------------ Date: Wed, 24 Jan 2001 22:38:48 EST To: adrena@brfree.com.br, krnet@mailinglists.org From: Laheze@aol.com Subject: Re: KR> good news..bad news Message-ID: Leo, Sorry to hear about the unwanted partial dismantling of your KR but I have some information about the prop strike. I have a KR that has a Revmaster engine that had a propstrike with a wooden propeller. I called Joe at Revmaster and asked his opinion. Of course he would recommend looking at the crank, he said check the runout of the crank, I did and it is perfect. He said it probably is OK but! It is known in the factory built airplane community that when a metal prop strikes the ground it is best to tear down the engine and check the crank. There are documented cases where engines were not torn down, only run out check, deemed OK and then the crank would break with as many as 15 to 20 hours later. Usually they have broken within 6 hours though. I know this isn't much help but it is more information to think about. Larry Howell laheze@aol.com ------------------------------ Date: Wed, 24 Jan 2001 21:57:03 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> good news..bad news Message-ID: <003301c08693$a474b3c0$1e785ad1@davec> Jeff at Props Inc. told me that if I used a mahogany prop I would not have to have the engine torn down in the event of a prop strike. My props have all been mahogany and I have had three prop incidents and four props. I continued flying with no apparent adverse affects on the engine. My first one was during taxi when my brakes were dragging and a quartering tail wind got under the elevator as I was turning to enter the runway. I idled back quickly before the prop hit but didn't have time to figure out that I needed down elevator to get the tail back down. The second and third incidents were with the prop stopped at an angle and one blade contacted the ground when the gear collapsed or was left up and broke the tip off in each incident. I got the impression that a prop strike with a maple prop would reqiure a tear down but didn't pursue it further. Good luck. -----Original Message----- From: Laheze@aol.com To: adrena@brfree.com.br ; krnet@mailinglists.org Date: Wednesday, January 24, 2001 9:06 PM Subject: Re: KR> good news..bad news >Leo, > >Sorry to hear about the unwanted partial dismantling of your KR but I have >some information about the prop strike. >I have a KR that has a Revmaster engine that had a propstrike with a wooden >propeller. I called Joe at Revmaster and asked his opinion. Of course he >would recommend looking at the crank, he said check the runout of the crank, >I did and it is perfect. He said it probably is OK but! >It is known in the factory built airplane community that when a metal prop >strikes the ground it is best to tear down the engine and check the crank. >There are documented cases where engines were not torn down, only run out >check, deemed OK and then the crank would break with as many as 15 to 20 >hours later. Usually they have broken within 6 hours though. I know this >isn't much help but it is more information to think about. > >Larry Howell laheze@aol.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: Thu, 25 Jan 2001 21:16:36 -0000 To: Laheze@aol.com, adrena@brfree.com.br, krnet@mailinglists.org From: "Dave Bogdan" Subject: Re: KR> good news..bad news Message-ID: Please correct me if I am wrong about this. I thought that checking run out on the crankshaft meant to remove the crankshaft from the engine and inspect for a bend that is out of tolerance. Dave, Milwaukee >From: Laheze@aol.com >To: adrena@brfree.com.br, krnet@mailinglists.org >Subject: Re: KR> good news..bad news >Date: Wed, 24 Jan 2001 22:38:48 EST > >Leo, > >Sorry to hear about the unwanted partial dismantling of your KR but I have >some information about the prop strike. >I have a KR that has a Revmaster engine that had a propstrike with a wooden >propeller. I called Joe at Revmaster and asked his opinion. Of course he >would recommend looking at the crank, he said check the runout of the >crank, >I did and it is perfect. He said it probably is OK but! >It is known in the factory built airplane community that when a metal prop >strikes the ground it is best to tear down the engine and check the crank. >There are documented cases where engines were not torn down, only run out >check, deemed OK and then the crank would break with as many as 15 to 20 >hours later. Usually they have broken within 6 hours though. I know this >isn't much help but it is more information to think about. > >Larry Howell laheze@aol.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 > _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com ------------------------------ Date: Thu, 25 Jan 2001 19:37:03 EST To: davebogdan@hotmail.com, Laheze@aol.com, adrena@brfree.com.br, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> good news..bad news Message-ID: <8e.1043c6f9.27a220af@cs.com> In a message dated 1/25/01 4:28:12 PM Eastern Standard Time, davebogdan@hotmail.com writes: << Please correct me if I am wrong about this. I thought that checking run out on the crankshaft meant to remove the crankshaft from the engine and inspect for a bend that is out of tolerance. Dave, Milwaukee >> That is the correct way to do it. You can get some idea as to whether it is bent or not while in the plane. The problem is how to hold the dial indicator. Take the crank out, have it checked by a professional shop. Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Thu, 25 Jan 2001 08:05:23 -0500 (EST) To: krnet@mailinglists.org From: jaslkw@webtv.net (Linda Warner) Subject: Prop strikes Message-ID: <5018-3A702493-1476@storefull-227.iap.bryant.webtv.net> I believe the fellow who advocates checking the crank is correct. Most engine manufactures (certified) want their engines torn down if the engine suffers a sudden stoppage. This,I believe, is when when the engine comes to a stop within one revolution. LYC says "any prop strike" A lot of this may have to do with hidden damage to counter weights etc. The runout of the crank shold always be checked. The damage to an engine should always be less if using a wood prop of any kind since they are all a lot more forgiving than metal. If the prop was stopped such as during a gear up landing with the engine stopped, I doubt that any inspection would be necessary. Always better to be safe than sorry though. John Sickafoose Naples, Fl ------------------------------ Date: Thu, 25 Jan 2001 08:02:31 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Revmaster missing Message-ID: <001d01c086e8$39800600$2b785ad1@davec> ------=_NextPart_000_001A_01C086A5.2AC5B620 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Has anyone had any experience with their Revmaster missing a little in = very cold weather (say the low 20's)? This is more evident when the = engine is not leaned out to near peak EGT. I am using a new set of = Champion REL37B plugs. I have the oil cooler about half blocked and am = getting oil temperatures within the operating range. My cylinder head = temperatures are usually about 250 to 300 degrees. I thought of trying = a hotter plug but the only option I have found so far in the 14mm size = is the REJ38 which has a shorter reach. Any help on this would be = appreciated. ------=_NextPart_000_001A_01C086A5.2AC5B620-- ------------------------------ Date: Thu, 25 Jan 2001 16:25:48 +0100 To: KR-Net From: "Stefan B." Subject: Belly-flap stall speed Message-ID: <3A70457C.A32F85DB@wanadoo.fr> Is there anyone who determined tried the KR-2 stall speed with and without a belly flap? I wonder whether this flap acts only as an airbrake or it also increases a bit the lift of the fuselage. Thanks in advance. Stefan Balatchev, Paris, France mailto:Stefan.Balatchev@wanadoo.fr ------------------------------ Date: Thu, 25 Jan 2001 17:50:20 EST To: stefan.balatchev@wanadoo.fr, krnet@mailinglists.org From: WA7YXF@aol.com Subject: Re: KR> Belly-flap stall speed Message-ID: <80.603ecc1.27a207ac@aol.com> Hello Stefan.... I hope someone with experience will answer your question.... I have not flown mine yet. But! I understand the airbrake is drag only. Some have said they experience a nose down situation which I think is because of the drag taking place under the fuselage and behind the CG. Lynn Hyder WA7YXF N37LH Redmond, Oregon ------------------------------ Date: Thu, 25 Jan 2001 08:43:12 -0700 To: "KR-Net (E-mail)" From: "William Schomas" Subject: The GAP Message-ID: <000201c086e5$883855c0$b58d1dce@schomas> Looking for something to cover the gap where the wing attaches. I have covers for the top and bottom holes, but am looking for ideas on the rest of the wing area. Something other than "tape". Anyone out there know of available plastic, rubber moldings that can be bought to fit. Thanks Bill Schomas mailto:schomasw@3lefties.com ------------------------------ Date: Thu, 25 Jan 2001 08:56:33 -0700 To: , "KR-Net \(E-mail\)" From: "William J. Starrs" Subject: Re: KR> The GAP Message-ID: <003001c086e7$6443b4a0$1c0b2aa2@starrs> The rubberized molding used in bathrooms and kitchens work fine. ----- Original Message ----- From: "William Schomas" To: "KR-Net (E-mail)" Sent: Thursday, January 25, 2001 8:43 AM Subject: KR> The GAP > Looking for something to cover the gap where the wing attaches. I have > covers for the top and bottom holes, but am looking for ideas on the rest of > the wing area. Something other than "tape". Anyone out there know of > available plastic, rubber moldings that can be bought to fit. > > Thanks > > Bill Schomas > mailto:schomasw@3lefties.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: Thu, 25 Jan 2001 13:47:39 -0500 To: krnet From: jwells1@impop.bellatlantic.net Subject: Re: KR> The GAP Message-ID: <3A7074CA.D1521340@mailbox.bellatlantic.net> William, I use Monocote for my gap seals, this is the iron on covering for radio control models. It goes on very easy, comes in about any color you want, is easy to remove for inspection , and stays put. I fly off a grass strip and have exceded 200 mph with my kr and it stays on. Jerry Wells William Schomas wrote: > Looking for something to cover the gap where the wing attaches. I have > covers for the top and bottom holes, but am looking for ideas on the rest of > the wing area. Something other than "tape". Anyone out there know of > available plastic, rubber moldings that can be bought to fit. > > Thanks > > Bill Schomas > mailto:schomasw@3lefties.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: Thu, 25 Jan 2001 14:11:07 EST To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Re: KR> The GAP Message-ID: <59.6045996.27a1d44b@aol.com> In a message dated 1/25/01 11:00:56 AM Eastern Standard Time, schomasw@3lefties.com writes: << Looking for something to cover the gap where the wing attaches. >> I'm thinking you are talking about the gap between the outer panel and stub wings, if so there is a good way to fashion covers. If not, well someone else will get a nice tip:-). Use duct tape and cover the entire area, extending out past where you plan for the strip to go. Lay a couple of layers of glass cloth over the duct tape. Extend this a little wider than you plan for the strip to be but not past the duct tape. Allow this to extend over the leading edge and onto the bottom. After it dries, simply peel it off of the duct tape, cut to desired width and you have a strip made especially for your airplane. You can either silicon it onto the wings or fashion a "bungee" cord arrangement for it to fasten to the bottom piece. If you don't want to do this, find your nearest continuous gutter man and buy a piece of white flat stock from him. Simply cut it to the desired width and bend it over the leading edge. Instant gap seal. Be sure and radius the edges to get rid of the sharp edge. Most of these gutter men have plenty of extra lying around that will suit your purpose. Total cost, probably 5 bucks. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/hangar/7085/ ------------------------------ Date: Thu, 25 Jan 2001 14:15:28 -0500 To: From: Donald Reid Subject: Re: KR> The GAP Message-Id: <5.0.2.1.0.20010125141027.009f3100@pop.erols.com> --=====================_787283==_.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed At 08:43 AM 1/25/2001 -0700, William Schomas wrote: >Looking for something to cover the gap where the wing attaches. I have extended the glass from the outer wing panel over the stub wing surface and it looks great. Install your outer wing panel, put two layers of duct tape on the wing stub, lay up three plies of bias cut tape, and let it cure. After cure, remove the outer wing panel and trim the overlap area. Finish with dry micro and it is perfect. Don Reid mailto:donreid@erols.com Bumpass, Va KR2XL construction at http://users.erols.com/donreid/kr_page.htm Ultralights at http://users.erols.com/donreid/usua250.html --=====================_787283==_.ALT-- ------------------------------ Date: Thu, 25 Jan 2001 12:49:22 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Fw: KR> The GAP Message-ID: <001e01c08710$4c5a80c0$54785ad1@davec> You can eliminate the gap by gluing foam in the space, applying fiberglass to bridge from one panel to the other, then cutting with a hacksaw blade. The ends can then be finished off with additional fiberglass. You will end up with a hairline joint between the two panels. Apply a little caulking if you want to seal the joint. This feature often gets favorable comments at the fly-ins. -----Original Message----- From: William Schomas To: KR-Net (E-mail) Date: Thursday, January 25, 2001 8:50 AM Subject: KR> The GAP >Looking for something to cover the gap where the wing attaches. I have >covers for the top and bottom holes, but am looking for ideas on the rest of >the wing area. Something other than "tape". Anyone out there know of >available plastic, rubber moldings that can be bought to fit. > >Thanks > >Bill Schomas >mailto:schomasw@3lefties.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: Thu, 25 Jan 2001 18:33:28 -0500 To: davec@favorites.com From: Kenneth L Wiltrout Cc: krnet@mailinglists.org Subject: Re: Fw: KR> The GAP Message-ID: <20010125.183329.-245971.0.klw1953@juno.com> I went with a vinyl strip ( from a siding manufacturer) that I will velcro in place. Since I plan to trailer my S,this made the most sense. Kenny ________________________________________________________________ GET INTERNET ACCESS FROM JUNO! Juno offers FREE or PREMIUM Internet access for less! Join Juno today! For your FREE software, visit: http://dl.www.juno.com/get/tagj. ------------------------------ Date: Thu, 25 Jan 2001 16:32:53 -0700 To: KR2616TJ@aol.com From: cartera CC: krnet@mailinglists.org Subject: Re: KR> The GAP Message-ID: <3A70B7A5.1A37FD1D@cuug.ab.ca> Hello Gang, This is something I have put on a few times. Making that wing cut invisible without cutting aluminum, siliconing or using foam. If the gap up to 1/4" with cutouts to have access to the wing bolts. What I did is over the bolt holes/gaps which was about 1/2" a cover of 2 ply fiberglass plug that was contoured to the wing with wax paper separator right next to the bolt gaps and when cured cut to the exact opening. Tacked with 5 min. epoxy. You can reuse these anytime after you remove the wings. Take a look at my website and see how it looks. A thin, strong any color tape 2" wide can be purchased at any fastener supplier. This tape is used a a marker for lines on any basketball court, that is why it is available in any color. Strong and is very clean when removed, also very pliable. Not the residue left when using duct tape, also known as 100 mile an hour tape, you figure that out. What would you use if you had a tear in a fabric airplane to get home. Messy to use especially on removal. I used 3 plies on each side, about 1/2-1" overlap in the center and a cap strip right in the center. Start at the trailing edge and up to leading edge around to the trailing edge, makes for a nice gap seal. Try it you will like and very simple - REMEMBER - KISS! Happy Flying, Guys!!!!!!!!! KR2616TJ@aol.com wrote: > > In a message dated 1/25/01 11:00:56 AM Eastern Standard Time, > schomasw@3lefties.com writes: > > << Looking for something to cover the gap where the wing attaches. >> > > I'm thinking you are talking about the gap between the outer panel and stub > wings, if so there is a good way to fashion covers. If not, well someone else > will get a nice tip:-). > > Use duct tape and cover the entire area, extending out past where you plan > for the strip to go. Lay a couple of layers of glass cloth over the duct > tape. Extend this a little wider than you plan for the strip to be but not > past the duct tape. Allow this to extend over the leading edge and onto the > bottom. After it dries, simply peel it off of the duct tape, cut to desired > width and you have a strip made especially for your airplane. You can either > silicon it onto the wings or fashion a "bungee" cord arrangement for it to > fasten to the bottom piece. > > If you don't want to do this, find your nearest continuous gutter man and buy > a piece of white flat stock from him. Simply cut it to the desired width and > bend it over the leading edge. Instant gap seal. Be sure and radius the > edges to get rid of the sharp edge. Most of these gutter men have plenty of > extra lying around that will suit your purpose. Total cost, probably 5 bucks. > > Dana Overall > 2000 KR Gathering host > Richmond, KY > mailto:kr2616tj@aol.com > http://www.geocities.com/CapeCanaveral/hangar/7085/ > > --------------------------------------------------------------------- > 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 -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Date: Thu, 25 Jan 2001 10:59:17 -0800 (PST) To: krnet@mailinglists.org From: Guenther Bryce Subject: New KR enthusiasts pilot license proposal and driver license requirements Message-ID: <20010125185917.89205.qmail@web9009.mail.yahoo.com> As many know the FAA is considering a new category of piloting priviledges and aircraft performance/weight stats that allow someone with a drivers license to fly aircraft that stall around 38 knots and doesn't weight over 1200 lbs approximately. There is a "catch" and the United States has Class A,B,C,D,E,G license's amongest others and MEDICAL standards still must be met. The clever Department of Transportation is simply removing the class III medical for pilots who want to fly in this category being proposed with a drivers license medical endorsement that will require meeting the same criteria of medical condition that a class III or a CDL-A. "its the same horse of a different color". The KR is an aircraft that closely meets the aircraft performance/weight stats even if the numbers are massaged a little and some pilot/builders may elect to do the KR and theirselves the eligibility justification to be legal. My concern to those vesting their time into something that may just prove to be a waste if they already cannot meet the Class III medical. __________________________________________________ Do You Yahoo!? Yahoo! Auctions - Buy the things you want at great prices. http://auctions.yahoo.com/ ------------------------------ Date: Thu, 25 Jan 2001 14:14:53 -0500 To: "'Guenther Bryce'" , krnet@mailinglists.org From: "Garland, Norm F" Subject: RE: KR> New KR enthusiasts pilot license proposal and driver lice nse requirements Message-id: <9CB8E413E225D3119A8300508B08F2AB061B3B7F@emss03m10.orl.lmco.com> I don't want to start a forest fire but there are several articles on the EAA web sight about this new license. As near as I can tell the license is intended for people flying overweight ultralights but you need to read for yourself. Here is one of the articles. http://www.eaa.org/communications/eaanews/010105_sportpilot_pub.html If you don't have web access let me know offline and I will send it to you via e-mail. Norm Garland Jax. Fl > -----Original Message----- > From: Guenther Bryce [SMTP:guentheraviator@yahoo.com] > Sent: Thursday, January 25, 2001 1:59 PM > To: krnet@mailinglists.org > Subject: KR> New KR enthusiasts pilot license proposal and driver > license requirements > > As many know the FAA is considering a new category of > piloting priviledges and aircraft performance/weight > stats that allow someone with a drivers license to fly > aircraft that stall around 38 knots and doesn't weight > over 1200 lbs approximately. There is a "catch" and > the United States has Class A,B,C,D,E,G license's > amongest others and MEDICAL standards still must be > met. The clever Department of Transportation is simply > removing the class III medical for pilots who want to > fly in this category being proposed with a drivers > license medical endorsement that will require meeting > the same criteria of medical condition that a class > III or a CDL-A. "its the same horse of a different > color". The KR is an aircraft that closely meets the > aircraft performance/weight stats even if the numbers > are massaged a little and some pilot/builders may > elect to do the KR and theirselves the eligibility > justification to be legal. My concern to those vesting > their time into something that may just prove to be a > waste if they already cannot meet the Class III medical. > > __________________________________________________ > Do You Yahoo!? > Yahoo! Auctions - Buy the things you want at great prices. > http://auctions.yahoo.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: Thu, 25 Jan 2001 16:36:45 -0800 To: norm.f.garland@lmco.com From: John P Moyle Cc: krnet@mailinglists.org Subject: Re: KR> New KR enthusiasts pilot license proposal and driver license requirements Message-ID: <20010125.163646.-146583.0.jmoyle1@juno.com> Thursday, January 25th, 2001 Norm, Thanks for the comment. I have been following the EAA articles re: the sport pilot license, and while aiming at getting the "fat" ultralights legal is clearly one of the objectives, it's certainly not the only goal and the article recommended to me say's so. I realize that none of us will know for sure what sort of verbiage to expect from the FAA ultimately, but I feel compelled to check out every new angle I run across. I'd not known until a few days ago that there had ever been a top speed limit suggested for this category of aircraft.... and since discovering the one and only reference to this I haven't been able to find another (confirming) source. It seems as though the aviation press all agree that the stall speed will be 39 kts (44 mph) and that the max gross wt. is going to be 1223 lbs. These numbers are being reported with complete uniformity in all the magazines I read. They must come from somewhere..........but where?? Now the fed's have announced that the NPRM won't be out as soon as they had said, but may be published by the time that Sun 'n Fun rolls around. I am impatient......... I have not as yet found a single item regarding what Guenther Bryce mentioned. Doesn't mean it's not out there, just that I can't find it. Help!! John Moyle mailto:jmoyle1@juno.com ------------------------------ Date: Thu, 25 Jan 2001 11:06:51 -0800 To: "EagleGator@aol.com" From: Todd Servaes CC: KRNET Subject: Re: KR> RAF48 vs AS504X - An Editorial Message-ID: <3A70794B.C053153D@netzero.net> Rick and Net, Bravo! We should each build our KR's to suit our personal airplane requirements, keeping basic structural and weight issues in mind. My personal KR-2S vision is a relatively affordable and easy to build formula one with a part time second seat stuffed in the cockpit. With this in mind my KR will be nearly to plans with very limited electrical and avionics systems, and the most horsepower I can get in an engine of acceptable weight. I am using premolds including RR wing skins for surface quality, weight control, and building ease. I think that weight control is extremely important in my KR and is a critical factor, but it is a nice coincidence that nearly every effort at saving weight also simplifies building. Fast, light, and simple for me!! I have a wing theory that I have yet to see discussed on the NET that I want to set up for target practice: I believe that the trueness of the airfoil, the surface quality improvement, and weight savings of the premolded skins will give my KR performance gains equal to or greater than the airfoil switch. Fire away! Todd Shop online without a credit card http://www.rocketcash.com RocketCash, a NetZero subsidiary ------------------------------ Date: Thu, 25 Jan 2001 17:20:32 EST To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: sport pilot Message-ID: <9e.f31405d.27a200b0@cs.com> As a pilot and instructor this license is intended for slower aircraft like the s12 challenger etc. yes you can say the kr is in this category but i know and you know this is a true hi perf airplane.airplanes bite fools!!!!!!!!!!!!!! ilove mine and icant whait to fly mine. mac bb sport aviation ------------------------------ End of krnet Digest ***********************************