From: To: Subject: krnet Digest 16 Aug 2001 01:59:49 -0000 Issue 269 Date: Wednesday, August 15, 2001 7:00 PM krnet Digest 16 Aug 2001 01:59:49 -0000 Issue 269 Topics (messages 6332 through 6356): flyers beware 6332 by: Flymaca711689.cs.com 6334 by: Philip J. Visconti 6335 by: Edwin Blocher KR crash in May 6333 by: Mark Langford Static RPM on 2180 VW engines 6336 by: Chris Gardiner 6338 by: Jerry Mahurin 6339 by: Mark Langford 6349 by: Bobby Muse 6351 by: GARYKR2.cs.com Re: Mail Problems 6337 by: Kr2skip.aol.com 6345 by: CruzJ12.aol.com David Mullins mailbox looks full....... 6340 by: Jerry Mahurin 6341 by: Jan Laan 6342 by: Jerry Mahurin WING HELP 6343 by: Philip J. Visconti 6344 by: Frank Ross 6347 by: Laheze.aol.com 6348 by: Daniel Heath 6350 by: virgnvs.juno.com aluminium 6346 by: Hafsteinn Jonasson 6353 by: Stéfan Balatchev 2000 wv 6352 by: imraanf 6355 by: Schnurr Jack C Contractor 353CTS/LM THANK YOU 6354 by: Philip J. Visconti Composite Gear Legs 6356 by: Peter Johnson Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Mon, 13 Aug 2001 19:00:01 EDT To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: flyers beware Message-ID: sorry to here of your heath problems but don't hang up your wings find a ultralight instructor get certified from the usua or eaa IM instr in southern Maryland with the sport pilot coming all you need is your drivers license. if you fly a Kr now dont sell just yet! at first i felt like the Kr was to fast but! the stall speed is slow with the vw you mite be able to keep flying it.you will find most two seat training is in microlights that is what i train in s12 take demo flight you will be very happy! with the performance check are site out at www.aero-sports.com/bb can !!!! the smokes Mac BB sport aviation 301 274 2874 ------------------------------ Date: Mon, 13 Aug 2001 20:16:25 -0400 To: cschmidt@kaydon.com From: "Philip J. Visconti" Cc: krnet@mailinglists.org Subject: Re: KR> FLYERS BEWARE Message-ID: <20010813.201626.-360673.0.viscan@juno.com> Curtis, Last May I thought I had a heart attack. BUT, now since the VP gets one almost every other month and Drew Carey "only had chest pains with a blocked coronary artery"...only people, that are not famous, get heart attacks. Or maybe we should have PR people with us also. Phil ________________________________________________________________ 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: Mon, 13 Aug 2001 19:53:28 -0500 To: , From: "Edwin Blocher" Subject: Re: KR> flyers beware Message-ID: <001101c1245b$890f7500$9f9131cc@cyou.com> I'll get flamed for this but could somene translate this to english. Eat your eggs, bacon, steaks, etc. but do as my Dr./AMA has me doing. Tske a daily Asperin, Folic Acid, and vitamin E tablet. So far it has worked for me. I had a stroke in 1990 and got my medical back in 1993 and I'm going for my next medical next week. Don't give up on flying because someone (Dr. or whomever says you don't qualify). Been there, done that, don't have a tee shirt but if you are really commited to flying you can. I'm fortunate that my personal Physition is also my AME, but who knows my health better than him. I'm driving from Florida to Alabama next week to get my new medical. I'd hate to have to go to a new AME here and go through all the paperwork transfers, etc. Nuff said, go get your medical back like Bill Kirkland is doing and fly your KR or 150 or what ever. I spent too many $$ and years getting my license to give up to an ultralight. Cheers and good night, ED Ed Blocher Crestview, FL Blocher@cyou.com ----- Original Message ----- From: To: Sent: Monday, August 13, 2001 6:00 PM Subject: KR> flyers beware > sorry to here of your heath problems but don't hang up your wings find a > ultralight instructor get certified from the usua or eaa IM instr in southern > Maryland with the sport pilot coming all you need is your drivers license. if > you fly a Kr now dont sell just yet! at first i felt like the Kr was to fast > but! the stall speed is slow with the vw you mite be able to keep flying > it.you will find most two seat training is in microlights that is what i > train in s12 take demo flight you will be very happy! with the performance > check are site out at www.aero-sports.com/bb can !!!! the smokes > > Mac BB sport aviation 301 274 2874 > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , or "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ . > AOL and Compuserve do NOT pass KRNet email, so use some other system! > ------------------------------ Date: Mon, 13 Aug 2001 18:46:11 -0500 To: "KRnet" From: "Mark Langford" Subject: KR crash in May Message-ID: <003701c12452$21eaaab0$a600a8c0@athlon600> I got my KR Newsletter today, and there was an update regarding the stall/spin crash in Wichita Falls, TX on May 24th. It turns out there was no fuel in the header or wing tanks. It was interesting to note that this was Dave Blucher's Subaru powered plane, originally built in Florida and featured in the May 2000 newsletter. The NTSB report is at: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20010531X01041&key=1 . Thanks for the update Monte. Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Mon, 13 Aug 2001 21:46:09 -0400 To: kr From: Chris Gardiner Subject: Static RPM on 2180 VW engines Message-ID: <3B7882E1.A2D03918@netcom.ca> Well, I'm finally getting ready to fly this "bird". My KR2S is signed off by the Fed's here in Canada and it's time to see if this thing flys! My only concern is that my full power static RPM ( with a 54Dx 48P Sterba Prop) is only 3100 RPM. Maybe it will unload in the air a few more hundred rpm . What have others with this engine ( Great Plains 2180VW) seen for peak RPM ? BTW: The engine sounds and runs great ! Dual ignition /Zenith 1821 carb . Any comments appreciated . Regards Chris Gardiner C-GKRZ ------------------------------ Date: Mon, 13 Aug 2001 22:59:38 -0400 To: Chris Gardiner ,kr From: "Jerry Mahurin" Subject: Re: KR> Static RPM on 2180 VW engines Message-ID: Chris, If my memory serves me well, 3100 RPM is about right. You can go out to http://www.greatplainsas.com/welcome.html and find out for sure....... Jerry Mahurin Lugoff, SC On Mon, 13 Aug 2001 21:46:09 -0400 Chris Gardiner wrote: > Well, I'm finally getting ready to fly this "bird". > > My KR2S is signed off by the Fed's here in Canada and > it's time to see > if this thing flys! > > My only concern is that my full power static RPM ( with a > 54Dx 48P > Sterba Prop) is only 3100 RPM. > Maybe it will unload in the air a few more hundred rpm . > > What have others with this engine ( Great Plains 2180VW) > seen for peak > RPM ? > > BTW: The engine sounds and runs great ! Dual ignition > /Zenith 1821 carb > . > > Any comments appreciated . > > Regards > > Chris Gardiner > C-GKRZ > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , or > "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: > krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ > . > AOL and Compuserve do NOT pass KRNet email, so use some > other system! > ------------------------------ Date: Mon, 13 Aug 2001 22:12:49 -0500 To: "kr" From: "Mark Langford" Subject: Re: KR> Static RPM on 2180 VW engines Message-ID: <000f01c1246f$00aa86f0$a600a8c0@athlon600> > If my memory serves me well, 3100 RPM is about right. You > can go out to http://www.greatplainsas.com/welcome.html and > find out for sure....... Congratulations Chris! Don't forget to check the prop "database" at http://home.hiwaay.net/~langford/props.html , where it looks like you're close, considering your numbers are static. Checking the Great Plains website, I'm pleased to see that Steve looks like he has everything you'd need for the VW rear drive setup http://www.greatplainsas.com/newproduct.html ). Lookin' good, Steve... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Tue, 14 Aug 2001 18:49:25 -0500 To: Chris Gardiner From: Bobby Muse CC: kr Subject: Re: KR> Static RPM on 2180 VW engines Message-ID: <3B79B905.8750757C@ev1.net> Chris Gardiner wrote: > Well, I'm finally getting ready to fly this "bird". > > My KR2S is signed off by the Fed's here in Canada and it's time to see > if this thing flys! > > My only concern is that my full power static RPM ( with a 54Dx 48P > Sterba Prop) is only 3100 RPM. > Maybe it will unload in the air a few more hundred rpm . > > What have others with this engine ( Great Plains 2180VW) seen for peak > RPM ? > > BTW: The engine sounds and runs great ! Dual ignition /Zenith 1821 carb > . > > Any comments appreciated . > > Regards > > Chris Gardiner > C-GKRZ > Chris, My KR has a Revmaster 2100D(dual mag) with a Posa and a 52x52 Serba prop. I can run 3000 to 3200 static depending on the weather/wind direction. If you can get 3100 static, you(the engine that is) should be ready to go. Bobby Muse ------------------------------ Date: Tue, 14 Aug 2001 22:46:23 EDT To: clgard@attcanada.ca, krnet@mailinglists.org From: GARYKR2@cs.com Subject: Re: KR> Static RPM on 2180 VW engines Message-ID: <3d.fffa098.28ab3c7f@cs.com> In a message dated 8/13/01 9:56:59 PM Eastern Daylight Time, clgard@attcanada.ca writes: << My only concern is that my full power static RPM ( with a 54Dx 48P Sterba Prop) is only 3100 RPM. Maybe it will unload in the air a few more hundred rpm . What have others with this engine ( Great Plains 2180VW) seen for peak RPM ? >> I have a 2180cc with a Warnke 52X52 almost constant prop. It turns 2900rpm static and does unload in flight. Not as much as other props due to the automatic pitch change. You are right where you should be. Gary Hinkle (A/P) Middletown, Pa. garykr2@cs.com ------------------------------ Date: Mon, 13 Aug 2001 22:19:57 EDT To: CHOCTAWCWR@aol.com From: Kr2skip@aol.com CC: krnet@mailinglists.org Subject: Re: KR> Mail Problems Message-ID: --part1_df.190f492f.28a9e4cd_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I tried that but it didn't work. I used the free hotmail service and still haven't gotten one message! I am getting a few but not like I was. Skip --part1_df.190f492f.28a9e4cd_boundary-- ------------------------------ Date: Tue, 14 Aug 2001 15:04:04 EDT To: , From: CruzJ12@aol.com Cc: Subject: Re: KR> Mail Problems Message-ID: I am experiencing the same failure...... ------------------------------ Date: Mon, 13 Aug 2001 23:43:43 -0400 To: krnet@mailinglists.org From: "Jerry Mahurin" Subject: David Mullins mailbox looks full....... Message-ID: David, Sorry to use krnet bandwidth; but I tried to send you email and it was returned saying 'quota exceeded'. I think that means that your mailbox runneth over......... 'secuse me netters, Jerry Mahurin Lugoff, SC ------------------------------ Date: Mon, 13 Aug 2001 22:55:05 -0700 To: "Jerry Mahurin" ,krnet@mailinglists.org From: Jan Laan Subject: Re: KR> David Mullins mailbox looks full....... Message-ID: <99776846701@smtp.vphos.net> And how exactly , if you are correct, is your message going to get to him via KRNet? I just wonder. jan At 11:43 PM 8/13/01 -0400, Jerry Mahurin wrote: >Return-Path: >X-Rcpt-To: >X-DPOP: DPOP Version 2.8z10 >X-UIDL: 997768228.997317 >Status: U > >David, > >Sorry to use krnet bandwidth; but I tried to send you email >and it was returned saying 'quota exceeded'. I think that >means that your mailbox runneth over......... > >'secuse me netters, > >Jerry Mahurin >Lugoff, SC > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , or "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ . >AOL and Compuserve do NOT pass KRNet email, so use some other system! > ------------------------------ Date: Tue, 14 Aug 2001 08:47:29 -0400 To: Jan Laan ,"Jerry Mahurin" ,krnet@mailinglists.org From: "Jerry Mahurin" Subject: Re: KR> David Mullins mailbox looks full....... Message-ID: 'cause it went to his other address (other mailbox), which I do not have.... But the krnet knows (like the Shadow). Jerry Mahurin Lugoff, Sc On Mon, 13 Aug 2001 22:55:05 -0700 Jan Laan wrote: > And how exactly , if you are correct, is your message > going to get > to him via KRNet? > > I just wonder. > > jan > > At 11:43 PM 8/13/01 -0400, Jerry Mahurin wrote: > >Return-Path: > >X-Rcpt-To: > >X-DPOP: DPOP Version 2.8z10 > >X-UIDL: 997768228.997317 > >Status: U > > > >David, > > > >Sorry to use krnet bandwidth; but I tried to send you > email > >and it was returned saying 'quota exceeded'. I think > that > >means that your mailbox runneth over......... > > > >'secuse me netters, > > > >Jerry Mahurin > >Lugoff, SC > > > >--------------------------------------------------------------------- > >To post to the list, email: krnet@mailinglists.org , or > "reply all" > > > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >For additional commands, e-mail: > krnet-help@mailinglists.org > > > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ > . > >AOL and Compuserve do NOT pass KRNet email, so use some > other system! > > > ------------------------------ Date: Tue, 14 Aug 2001 13:01:47 -0400 To: krnet@mailinglists.org From: "Philip J. Visconti" Subject: WING HELP Message-ID: <20010814.130148.-123407.0.viscan@juno.com> I'm thinking of re-building outer wings. Original builder used epoxy to attach Diehl skins. Skins popped off and left approximately 1/8th to 3/16th thick epoxy on spar caps and ribs. Trying to remove epoxy seems tricky. Can anyone tell me how to get just wood for outer wings ? Wicks has mahogany plywood for over $300.00 Anyplace to get only what is needed for wings ? Phil Visconti Marlboro, MA ________________________________________________________________ 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: Tue, 14 Aug 2001 12:03:44 -0700 (PDT) To: krnet@mailinglists.org From: Frank Ross Subject: Re: KR> WING HELP Message-ID: <20010814190344.24409.qmail@web4704.mail.yahoo.com> --- "Philip J. Visconti" wrote: > Can anyone tell me how to get just wood for > outer wings ? > Anyplace to get only what is needed for wings ? > Phil Visconti > Marlboro, MA Phil, Page 141 Aug Sport Aviation, lower right corner has an ad for Aircraft Plywood at: Boulter Plywood Corp., 24 Broadway, Somerville, MA 02145, www.boulterplywood,com 617-666-1340 ===== Frank Ross, San Antonio, TX, __________________________________________________ Do You Yahoo!? Make international calls for as low as $.04/minute with Yahoo! Messenger http://phonecard.yahoo.com/ ------------------------------ Date: Tue, 14 Aug 2001 19:35:44 EDT To: viscan@juno.com, krnet@mailinglists.org From: Laheze@aol.com Subject: Re: KR> WING HELP Message-ID: <6b.18cde7e9.28ab0fd0@aol.com> Hi Phil, If it were me, I would attempt to clean the epoxy off of the spars that you now have and reapply the skins that you have according to the Dan Diehl plans. It sounds like the inside of the Diehl skins were not sanded properly before being attached to the spars. Epoxy should have stuck as well as anything to the polyester skins but I guess polyester or vinylester would be better. Larry Howell laheze@aol.com ------------------------------ Date: Tue, 14 Aug 2001 19:43:53 -0400 To: , "Philip J. Visconti" From: "Daniel Heath" Subject: Re: KR> WING HELP Message-ID: <001801c1251a$fb0571e0$352c5d0c@scana.com> I am replying to all just in case someone really has a problem with this, please write up. I rebuilt the in board wings and had to remove a lot of epoxy. Start with a belt sander, very carefully. Get close, then go to a tool like a chisel and scrape with the end of it. It may be easier than rebuilding the whole wing. It will definitely be less expensive. Daniel R. Heath WWW.EAA242.ORG ----- Original Message ----- From: "Philip J. Visconti" To: Sent: Tuesday, August 14, 2001 1:01 PM Subject: KR> WING HELP > I'm thinking of re-building outer wings. Original builder used epoxy to > attach Diehl skins. Skins popped off and left approximately 1/8th to > 3/16th thick epoxy on spar caps and ribs. Trying to remove epoxy seems > tricky. Can anyone tell me how to get just wood for outer wings ? Wicks > has mahogany plywood for over $300.00 Anyplace to get only what is needed > for wings ? > > Phil Visconti > Marlboro, MA > ________________________________________________________________ > 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. > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , or "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ . > AOL and Compuserve do NOT pass KRNet email, so use some other system! > ------------------------------ Date: Tue, 14 Aug 2001 22:08:12 -0400 To: viscan@juno.com From: virgnvs@juno.com Cc: krnet@mailinglists.org Subject: Re: KR> WING HELP Message-ID: <20010814.220813.-122963.1.virgnvs@juno.com> On Tue, 14 Aug 2001 13:01:47 -0400 "Philip J. Visconti" writes: > I'm thinking of re-building outer wings. Original builder used epoxy > to > attach Diehl skins. Skins popped off and left approximately 1/8th > to > 3/16th thick epoxy on spar caps and ribs. Trying to remove epoxy > seems > tricky. Can anyone tell me how to get just wood for outer wings ? > Wicks > has mahogany plywood for over $300.00 Anyplace to get only what is > needed > for wings ? > > Phil Visconti > Marlboro, MA > ________________________________________________________________ > GET INTERNET ACCESS FROM JUNO! > Juno offers FREE or PREMIUM Internet access for less! > Join Juno today! For your FREE software, visit: > http://dl.www.juno.com/get/tagj. > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , or "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ . > AOL and Compuserve do NOT pass KRNet email, so use some other > system! > > ------------------------------ Date: Tue, 14 Aug 2001 23:19:25 -0000 To: From: haffi@vortex.is (Hafsteinn Jonasson) Subject: aluminium Message-ID: <004a01c12517$b7deec00$3344dcd5@c0g3t9> ------=_NextPart_000_0047_01C12517.8F1CF640 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable hi kr netters I'm getting to the stage of building the aileron bell cranks, pulley = brackets etc. and the manual says that 6061-T4/ T5 aluminium should be = used. Well, thats not available here in Iceland and instead of waiting = for a month or so after expensive alum from AS&S I can get 6060 T-6. The = difference between 6061 and 6060 is that there's no copper in the -60 = type. I do not have any information's about the strength of the 6060 = type. What do you guys say about using this material? The 19 years old builder --- Hafsteinn J=F3nasson haffi@vortex.is ------=_NextPart_000_0047_01C12517.8F1CF640-- ------------------------------ Date: Wed, 15 Aug 2001 14:01:07 +0200 To: "Hafsteinn Jonasson" , From: =?iso-8859-1?Q?St=E9fan_Balatchev?= Subject: Re: KR> aluminium Message-ID: <002a01c12581$f88eedd0$a2b60950@TTKRD> The 6060-T6 is about three times weaker than the 6061-T6. I replaced the "american" alloy 6061 by the more common in Europe 6081-T651 (Mark Langford's suggestion). You could also use 6082-T6(whatever). Hope this helps. Stefan Balatchev, Paris, France ----- Original Message ----- From: "Hafsteinn Jonasson" To: Sent: Wednesday, August 15, 2001 1:19 AM Subject: KR> aluminium hi kr netters I'm getting to the stage of building the aileron bell cranks, pulley brackets etc. and the manual says that 6061-T4/ T5 aluminium should be used. Well, thats not available here in Iceland and instead of waiting for a month or so after expensive alum from AS&S I can get 6060 T-6. The difference between 6061 and 6060 is that there's no copper in the -60 type. I do not have any information's about the strength of the 6060 type. What do you guys say about using this material? The 19 years old builder --- Hafsteinn Jónasson haffi@vortex.is ------------------------------ Date: Wed, 15 Aug 2001 09:30:34 +0200 To: From: "imraanf" Subject: 2000 wv Message-ID: <002001c1255c$2cbeb840$d0f1cba3@i1h0t1> ------=_NextPart_000_001D_01C1256C.EF4BC320 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable i am in south africa,johannesburg.i want to put a 2000 wv motor in a = kr2.some one told me it wont fly,of the altitude of johannesburg.he = recon that i should upgrade the motor to a 2400. is it true,or is it = not. please advise me.if there are any kr2 owners in joburg,plz advise. = thank you. imraan ------=_NextPart_000_001D_01C1256C.EF4BC320-- ------------------------------ Date: Wed, 15 Aug 2001 17:04:53 -0000 To: imraanf , krnet@mailinglists.org From: Schnurr Jack C Contractor 353CTS/LM Subject: RE: KR> 2000 wv Message-ID: <932C977CDFFED4118EBA0002A55C2779CF3F1D@EIE-EX-3110D> I have a Hapi 1835cc vw engine in my KR-2. Taking off from Greeley Colo. 90 degrees F, altitude about 5,300 ft. aircraft weight 950lbs I found that the takeoff and climb out very acceptable. 400fpm at 100mph. I live in Alaska so I am used to colder temps. and was worried about the temp and altitude in Colo. The takeoff roll was not noticeably different than I was used to in Alaska. Hope that this info helps you. Jack Schnurr -----Original Message----- From: imraanf [mailto:imraanf@freemail.absa.co.za] Sent: Tuesday, August 14, 2001 11:31 PM To: krnet@mailinglists.org Subject: KR> 2000 wv i am in south africa,johannesburg.i want to put a 2000 wv motor in a kr2.some one told me it wont fly,of the altitude of johannesburg.he recon that i should upgrade the motor to a 2400. is it true,or is it not. please advise me.if there are any kr2 owners in joburg,plz advise. thank you. imraan ------------------------------ Date: Wed, 15 Aug 2001 11:59:09 -0400 To: krnet@mailinglists.org From: "Philip J. Visconti" Subject: THANK YOU Message-ID: <20010815.115910.-177051.0.viscan@juno.com> A few years ago, I had given up on finishing the KR-2 because of illnesses. Then I found the KRNET. After reading and asking for help, it has occurred to me that I could still finish it. In the process of trying to finish the KR, I have asked for help and received help from many of you. The most recent request related to the wing skins being installed improperly, by previous builder. The encouragement and solutions I have rerceived have been very helpful. However, I have, somehow, messed up my E-mail again. In the "Inbox", I had 342 E-mails I had saved, and while trying to review them, I mixed up their dates of origin. I now have only 126 but I'm not sure to whom I have made replys. Now I must decide either to re-build or start over with the wings. A friend has recently built a 30 x 50 foot garage and has offered to help me try to sand off epoxy. He has an air compressor with a sanding attachment. If that doesn't work, I'll have to build new spars. I have become friendly with a guy, I met thru Krnet, who has poor eyesight so I'm using Tahoma font. Once again Thank You all. Phil Visconti Marlborough, MA ________________________________________________________________ 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: Wed, 15 Aug 2001 20:51:25 -0700 To: From: "Peter Johnson" Subject: Composite Gear Legs Message-ID: <001001c12607$4659c780$b309eccf@peter> ------=_NextPart_000_000D_01C125CC.0C52E5C0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Sometime ago I reported that I had a set of composite leaf springs from = a Chev Safari van that I was going to do a load/displacement test on. = I've finally completed it, and the info is as follows: The spring as it is removed from the vehicle is 54" straight line from = pivot point to pivot point, at that length the curve displacement is 5" = measured at the center pin (the point the axle attaches) which is = located 30" from one end, measuring along the curved spring. The = dimensions are as follows: At the pivot point furthest from the center = pin - 3 3/8" wide x 3/4" thick. The spring runs a straight taper for = 19" to 3 3/16" x 11/16". From there it smoothly tapers to 2 3/4" x = 13/16" at the center pin (yes, it's thicker, and the the width is a = constant 2 3/4" in way of the axle attach point). I cut my springs down to 29 1/2" measured along the curve (1/2" away = from the center pin), and ground the narrow end down to 2 1/2" x 11/16". = The curve discplacement is now 1 1/4" measured 17 3/4" away from the = large end of the spring. =20 To complete the load/discplacement test I clamped the spring in a = horizontal position with 10" fixed to a base. The 'fixed' end was held = down by one clamp at the end, and another clamp at ten inches which was = not really tight to allow for some flex in the spring. A number of = weights were suspended 1 1/2" from the small end, and the deflection = measured at the very end of the spring. This test method did not = simulate the installation in the aircraft, but I adjusted the values to = equate to a 45 degree installation angle, and compensated also for the = additional length of the axle and tire. The figures below were also = adjusted to include the increasing horizontal moment caused by the leaf = spring 'flattening out' as it would on the plane when a load were = applied. The load/displacement figures, adjusted to match the actual installation = in the aircraft are as follows: at 320 lbs at the wheel centerline, the tire vertical discplacement is = 2 5/8" at 610 lbs, the tire vertical discplacement is = 4 7/16" at 697 lbs, = 5 1/8" at 895 lbs, = 6 7/16" at 1132 lbs, = 8 1/4" I graphed the spring curve after completing all the adjusting = calculations and was very suprised to find that the curve was as close = to a straight line as five guys hanging on swings could be expected to = get it! Because of the line straightness I deduced that the spring was = probably not near it's rupture strength, and I assumed that I could = extrapolate the line to reasonably determine what load would be required = to displace the tire 10" as it would be on the aircraft (I have 10" = maximum clearance between my tire and wing). At an EXTRAPOLATED 10" = displacement, the equivalent vertical load is 1390 lbs. To put this in perspective.... 1390 lbs and 10" vertical tire = displacement is the equivalent of the aircraft experiencing a 2780 lb = landing force, or, if your aircraft weighs in at 1000 lbs gross, this is = the equivalent of a 2.78 G landing force. If your aircraft weighs in at = 1200 lbs gross, this is the equivalent of a 2.3 G landing force. These = figures represent all landing loads being applied to the main wheels = only. The main landing gear on certified aircraft are required to be designed = to an equivalent 3.8 G landing force. If you've read any info on = landing gear design and operation etc in the light homebuilt field, = you've probably read that most light homebuilt landing gear are not = designed for 3.8 G's, and you know that most light homebuilts are not = pancaking on landing. In a nutshell, what all this means is that I am = going to use the cut down Safari composite leaf springs on my airplane = and I'm going to feel quite confident doing so. =20 If you're going to be removing the springs from a van, here are a couple = of hints; WEAR GLOVES, THICK GLOVES! These leaf springs are made up of = longitudinally run fibers, and during normal operation some of the top = fibers seperate. You DO NOT WANT TO GET ONE OF THESE FIBERS STUCK IN = YOU!!!! WEAR A FACEPLATE and ue a small angle grinder to cut away the = u-bolts and hangers etc attaching the springs to the vehicle. MAKE SURE = THE VEHICLE IS PROPERLY LIFTED AND BRACED ON THE CHASSIS BEFORE YOU = BEGIN REMOVING WHAT NORMALLY HOLDS THE VEHICLE UP!!!! Take the leaf springs to a car wash and clean them up some. I used a = wide chisel to remove the rubber and stainless pads that are on the = leaf, and a large angle grinder to clean the glue off. I also used a = crape rubber block to keep the 36G sanding disk clean. I then carefully = ground the leaf down to a uniform thickness from it's original center = pin thickness, and carefully ground the corners to an approx. 1/8" = radius. To make the spring safer to handle, and to improve it's = 'weatherability', I'm going to use the vacuumless bagging technique to = wrap a couple of layers of 6 oz BID around the legs at 45 degrees. The = BID will make it safer to handle, and allow a finish to be applied to = it. In the condition that my leafs were in as they came from the van, = they couldn't safely be handled nor was there anyway that they could = ever have a finish applied to them. If anyone would like to discuss the above further, please contact me = at...... mailto:pjohnson@voyageur.ca PS, I paid $30 CDN for the pair of them ------=_NextPart_000_000D_01C125CC.0C52E5C0-- ------------------------------ End of krnet Digest ***********************************