From: To: Subject: krnet Digest 22 Oct 2002 16:55:29 -0000 Issue 536 Date: Tuesday, October 22, 2002 8:57 AM krnet Digest 22 Oct 2002 16:55:29 -0000 Issue 536 Topics (messages 12883 through 12909): Master Brake Cylinder Options 12883 by: Peter Johnson Looking for Terry Chizek 12884 by: Peter Johnson Re: Revflow carb serial # 1634 12885 by: Serge Vidal 12887 by: Serge Vidal 12901 by: AviationMech.aol.com Up Flying 12886 by: Jim Faughn 12888 by: Jeff York 12892 by: virgnvs.juno.com 12896 by: cartera Re:2180 compression values/ 1 & 2 low 12889 by: Jeff York KRNet support 12890 by: Oscar Zuniga computer info 12891 by: larry flesner Kr videos 12893 by: Cesar more flight test info 12894 by: Oscar Zuniga Palmer's 12895 by: Caring Hearts EMS Re: Carb icing 12897 by: Phillip Matheson Rand Robinson Company 12898 by: Rick Wilson L Palmer 12899 by: Caring Hearts EMS SEAT PAD 12900 by: Ron Thomas New gadget 12902 by: GoFlySlow2.aol.com Dean Selby's KR2S 12903 by: Justin 12904 by: Larry A. Capps Re: IDEAS - In General----Dan & Leigh 12905 by: jim wogaman Re: Shirley's KR-1 12906 by: Daniel Heath 12908 by: ronald j willliams gusset strength. 12907 by: Audrey and Harold Woods Epoxy Joints 12909 by: Steve Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Sun, 20 Oct 2002 23:41:15 -0700 To: From: "Peter Johnson" Subject: Master Brake Cylinder Options Message-ID: <000c01c278cc$f3d24360$1b09eccf@peter> ------=_NextPart_000_0009_01C27892.2E67AD20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here's something that I hope someone may find useful. Yesterday I went to a motorcycle/snowmachine/outboard motor wrecking = yard, the same one I collected the carb for my Corvair from and will = collect the flywheel style alternator from soon. I was on the hunt this time for brake components. Turns out that = motorcycle rear master brake cylinders lend themselves quite well to = adaptation in a KR. They come in a number of variations of two or three = basic styles, all of them were either 1/2", 14mm, or 5/8" bore diameter. = The hose attachment points were located on the bottom or side or front = of the cylinder depending on the style, and the actuating arms were of = different lengths and fitted with nice clevis's. I spent about an hour = sorting a whole slew of them into matching styles, figured out which = style would suit my needs best, and tested those ones. I bought two of = them for $50 CDN each. I looked at a some brake calipers also. The smaller ones looked like = they might be adaptable.... I then went and took a look at a buddies new SeaRay amphibian and saw = something interesting. Most brake discs I've seen have been fab'd with = the disc, standoff, and mounting plate as one piece. The SeaRay is = equiped with 6" Asuzalite wheels and the brake discs are fitted to the = wheels with 1 1/4" diameter x about 2" long aluminum round bars. The = bars are drilled out to allow the connecting bolts to pass through, and = the brake disc was simply a flat peice of stainless steel about 1/8" = thick. The connecting bolts for the wheels passed through the brake = disc, through the round bar stand-offs, and then through the wheel = halves. I believe I'm going to fab my brake disc assemblys the same = way. The wrecking yard had a large selection of flat, 5" diameter = snowmachine brake discs. In case the motorcycle brake calipers aren't adaptable, does anyone have = a pair of aircraft calipers suitable for a 5" wheel they'd like to sell? = Please contact me off line, thanks. Peter Johnson KR-2Sexy Kenora, Ontario mailto:pjohnson@voyageur.ca ------=_NextPart_000_0009_01C27892.2E67AD20-- ------------------------------ Date: Mon, 21 Oct 2002 00:01:23 -0700 To: From: "Peter Johnson" Subject: Looking for Terry Chizek Message-ID: <004401c278cf$ad3525a0$1b09eccf@peter> ------=_NextPart_000_0041_01C27894.FE0616A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Terry, if you're online here, would you please contact me at my address = below. If anyone knows what Terry's email addy might me, would you please let = me know offline. =20 Thanks mailto:pjohnson@voyageur.ca ------=_NextPart_000_0041_01C27894.FE0616A0-- ------------------------------ Date: Mon, 21 Oct 2002 09:54:28 +0200 To: "'Kenneth L Wiltrout'" , From: "Serge Vidal" Subject: RE: KR> Revflow carb serial # 1634 Message-ID: <002e01c278da$265dcb80$afc521c4@sergevidal12> Ken, The same thing happened to me the other day with ZS-WEC: the RPM would not go down on downwind. It did not last, and I could not find what went wrong afterwards. My carb is a Zenith/Stromberg, with a membrane. Keep us posted! Serge Vidal KR2 ZS-WEC Johannesburg, South Africa -----Original Message----- From: Kenneth L Wiltrout [mailto:klw1953@juno.com] Sent: 20 October 2002 18:07 To: krnet@mailinglists.org Subject: KR> Revflow carb serial # 1634 This morning I was forced to make a dead stick landing at Deck Airport here in Pa. The reason for this was that on down wind when I pulled the power back it only dropped to 2500 rpm's, therefore when I had the runway made I pulled the mixture control all the way out and shut the motor down. Does anyone know how susceptible these carbs are to icing, I never had to use carb heat in the past and I was told that icing isn't a problem with this design. What happened was the guillotine apparently bound up ( due to icing )and the spring that connects it to the cam assembly kinked. Once on the ground the carb went back to idle, but 300 rpm's higher than normal, and this was due to the kinked spring. I will speak to Joe at Revmaster on Monday as well. It was 45 degrees this morning. ________________________________________________________________ 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/web/. --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp or http://www.bouyea.net/ for the Word files ------------------------------ Date: Mon, 21 Oct 2002 14:08:34 +0200 To: "'Kenneth L Wiltrout'" , From: "Serge Vidal" Subject: RE: KR> Revflow carb serial # 1634 Message-ID: <003001c278fa$98164a70$afc521c4@sergevidal12> Not necessaarily. I'm told that mixture setting could be the problem. Too lean or too rich might give you a funny RPM. Serge -----Original Message----- From: Kenneth L Wiltrout [mailto:klw1953@juno.com] Sent: 21 October 2002 12:43 To: svidal@icon.co.za Subject: Re: KR> Revflow carb serial # 1634 Thanks Serge, This is really weird, the only thing that changed in a summer of flying is the temperature, therefore carb ice would seem to be the problem. I'm also going to look at other carbs as well. Thanks, Kenny On Mon, 21 Oct 2002 09:54:28 +0200 "Serge Vidal" writes: > Ken, > > The same thing happened to me the other day with ZS-WEC: the RPM > would not > go down on downwind. It did not last, and I could not find what went > wrong > afterwards. My carb is a Zenith/Stromberg, with a membrane. > > Keep us posted! > > Serge Vidal > KR2 ZS-WEC > Johannesburg, South Africa > > > -----Original Message----- > From: Kenneth L Wiltrout [mailto:klw1953@juno.com] > Sent: 20 October 2002 18:07 > To: krnet@mailinglists.org > Subject: KR> Revflow carb serial # 1634 > > > This morning I was forced to make a dead stick landing at Deck > Airport > here in Pa. The reason for this was that on down wind when I pulled > the > power back it only dropped to 2500 rpm's, therefore when I had the > runway > made I pulled the mixture control all the way out and shut the motor > down. Does anyone know how susceptible these carbs are to icing, I > never > had to use carb heat in the past and I was told that icing isn't a > problem with this design. What happened was the guillotine > apparently > bound up ( due to icing )and the spring that connects it to the cam > assembly kinked. Once on the ground the carb went back to idle, but > 300 > rpm's higher than normal, and this was due to the kinked spring. I > will > speak to Joe at Revmaster on Monday as well. It was 45 degrees this > morning. > > ________________________________________________________________ > 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/web/. > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > ________________________________________________________________ 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/web/. ------------------------------ Date: Mon, 21 Oct 2002 22:33:21 EDT To: klw1953@juno.com, krnet@mailinglists.org From: AviationMech@aol.com Subject: Re: KR> Revflow carb serial # 1634 Message-ID: --part1_a.273fdbc4.2ae612f1_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 10/20/2002 12:06:05 PM Eastern Daylight Time, klw1953@juno.com writes: > It was 45 degrees this > morning. > Goint to Barkley two years ago, I experienced what Steve Benette and I believe was carb ice. It was cool, though I can't remember the numbers, and there was low clouds and slight rain. While at barkley, I added carb heat.. Some say the slide won't ice up. I say different. Lee Robbins AviationMech KR-2 N110LR 1984 to Present --part1_a.273fdbc4.2ae612f1_boundary-- ------------------------------ Date: Mon, 21 Oct 2002 06:46:14 -0500 To: "KR Net Response" From: "Jim Faughn" Subject: Up Flying Message-ID: Yesterday morning I gave a friend a ride in the KR. We circled St. Louis threading various airspaces and shot up a few barges on the Missouri river then back to see where the Mississippi, Missouri and Illinois rivers come together. It is a blast to go from about 2000 feet above the river to 25 feet and looking at a rock wall on one side and trees on the other side, the escape route, with fields on the other side of the trees. Coming by the Arch is always impressive to someone that hasn't flown in a small plane. He kept saying, this sure is fun and this is a small plane. It is lots of fun. I've seen some other messages that I thought I would put in my 2 bytes for too. Cruise Speed - I think you can expect a cruise of 155 mph if you build it reasonable on weight. Yesterday, I saw ground speeds that ranged form 150 mph to 161 mph depending on where I was in the circle (wind direction). I see slower planes and some faster. My thoughts are that weight is one factor but I'm beginning to believe that drag is equally a factor. Most of the slower KR's have more of a blunt cowling and don't pay as much attention to detail of fairings. I'm sure cooling air is also a factor and that's one I plan on working on next. Carb Heat - Put it in. I thought about that yesterday morning while flying at 42 degrees and running through all the moisture above the rivers. You could see the water vapor/ice in the air above the rivers and it sure seemed to me that it all spelled carb ice. I didn't get any but I was ready to pull it on. I've talked to others that have had carb ice with a slide carb and are happy they had carb heat. Finish up your planes and fly to Red Oak next year. The result is worth it. Jim Jim Faughn 4323D Laclede Ave. St. Louis, MO 63108 (314)652-7659 Mailto:jfaughn@mvp.net ------------------------------ Date: Mon, 21 Oct 2002 09:00:32 -0400 To: krnet@mailinglists.org From: "Jeff York" Subject: Re: KR> Up Flying Message-ID: Can anyone tell me what they are getting in their compression checks on their 2180 GPAS? During my annual inspect, I noticed that cylinders 1 and 2 are much lower then 3 and 4. UNless my gauge is screwed up. Cylinders 3 and 4 are reading about 120 psi. 1 and 2 are reading about 60 psi. This test was done after running the engine long enough to bring oil temps up. I am running with zenith carb and a mag ignition. The engine only has about 55 hours. I checked the tappet clearence and then ran the test again with little to no difference. Although It did seem that the tappet clearence on 1 and 2 was to tight so I re-set it to a tight 8 loose 6 per the GPAS manual. I am thinking I have a head that needs the valves re ground. Am I going in the right direction? Is there a method to checking the compression on a GPAS that is different then the 4 stroke auto engines I have worked on in the past. I once worked on a Ford 4 cylinder years ago that had tappets out of adjustment. I thought I was going to have to pull the head because of a low compression problem. An old mechanic told me that it could be carbon build up on the exhaust valve and to run the engine for a while and the carbon would release and the compression would come back up. He was right. I can't remember everything he had me do, but it worked. Is this possible? Or am I just dreaming? You 2180 or VW long timers give me the scoop. I don't think it would be rings because that should show as over all low compression on all cylinders, or oil blow by from a damaged oil ring, signs of cylinder pressure getting into the crankcase. I am not looking for a quick fix. Those never worked on auto engines in the past. I just want to be sure I am going in the right direction and if others have had this problem, what steps or things do I need to do to prevent this from happening again in the future. Jeff _________________________________________________________________ Surf the Web without missing calls! Get MSN Broadband. http://resourcecenter.msn.com/access/plans/freeactivation.asp ------------------------------ Date: Mon, 21 Oct 2002 10:56:31 -0400 To: jeffyork40@hotmail.com From: virgnvs@juno.com Cc: krnet@mailinglists.org Subject: Re: KR> Up Flying Message-ID: <20021021.105849.-460207.0.virgnvs@juno.com> Rings are funny. Put a shot of oil in each cylinder and turn it over a few times then recheck. Use the prop and do not start the engine, Virg On Mon, 21 Oct 2002 09:00:32 -0400 "Jeff York" writes: > Can anyone tell me what they are getting in their compression checks > on > their 2180 GPAS? > > During my annual inspect, I noticed that cylinders 1 and 2 are much > lower > then 3 and 4. UNless my gauge is screwed up. Cylinders 3 and 4 are > reading > about 120 psi. 1 and 2 are reading about 60 psi. This test was done > after > running the engine long enough to bring oil temps up. > > I am running with zenith carb and a mag ignition. The engine only > has about > 55 hours. > > I checked the tappet clearence and then ran the test again with > little to no > difference. Although It did seem that the tappet clearence on 1 and > 2 was to > tight so I re-set it to a tight 8 loose 6 per the GPAS manual. > > I am thinking I have a head that needs the valves re ground. Am I > going in > the right direction? Is there a method to checking the compression > on a GPAS > that is different then the 4 stroke auto engines I have worked on in > the > past. > > I once worked on a Ford 4 cylinder years ago that had tappets out of > > adjustment. I thought I was going to have to pull the head because > of a low > compression problem. An old mechanic told me that it could be carbon > build > up on the exhaust valve and to run the engine for a while and the > carbon > would release and the compression would come back up. > > He was right. I can't remember everything he had me do, but it > worked. > > Is this possible? Or am I just dreaming? > > You 2180 or VW long timers give me the scoop. I don't think it would > be > rings because that should show as over all low compression on all > cylinders, > or oil blow by from a damaged oil ring, signs of cylinder pressure > getting > into the crankcase. > I am not looking for a quick fix. Those never worked on auto engines > in the > past. > > I just want to be sure I am going in the right direction and if > others have > had this problem, what steps or things do I need to do to prevent > this from > happening again in the future. > Jeff > > > > > > > > > > > > _________________________________________________________________ > Surf the Web without missing calls! Get MSN Broadband. > http://resourcecenter.msn.com/access/plans/freeactivation.asp > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > > > ------------------------------ Date: Mon, 21 Oct 2002 15:16:08 -0600 To: Jeff York From: cartera CC: krnet@mailinglists.org Subject: Re: KR> Up Flying Message-ID: <3DB46E98.F7FFF6DE@cuug.ab.ca> Hello Gang, Want to make a few points here and hopefully enlighten some of the misconceptions. Compression test, it looks like there is too much of a differential there one side is half the pressure of the other, not very smooth running, as Verge mentioned a bit of oil in each low cylinder is an indication if it comes up that the problem may lie in the rings if no change is evident then it probably will be in the valves/seats. Carbon often builds on the the seats and then don't seal properly. In a car with a down draft carb it's easy by putting in a carbon remover, however with a updraft carb it a bit not difficult but you can put some in the cylinder through the plug holes and let it sit at least over night. If the pressure comes up to within 20 lbs. of the good cylinders, you've won. If not then your due for a top cylinder repair. Do not fly with this deferential because something will give and you may dead stick it. Now for carb ice: Every carb works on the Bernoulli principle, which states: as velocity increases, pressure drops and heat loss is experienced within the air entering the venturi in your carb. Ice builds at the opening and at the end of the venturi and is somewhat dependent on the relative humidity in the air. At just about all outside air temperatures carb ice can occur. If you had a point of temperature sensor in your carb (which some aircraft have) you would be amazed how cold it gets in there. Therefore, ice we fly and a lot of times it does not affect us and we don't know that we are carrying ice, but it happens on every flight. One should always use a bit of heat when rpm falls below 2000. I have always used a bit of carb heat at appropriate times even in cruise and occasional bit of carb heat, not all the time but a bit for a few minutes or so, keep an eye on the rpm which is a good indicator of some ice build. Never, never pull the carb heat on full because you will set yourself up for a dead stick landing. The ice releases at once and flames out the engine. Just a bit at a time and give it time to slowly melt out. Hope this will help some to understand some of the physics of carb operation. Take Care, Happy Building and Flying! Fly the AIRPLANE! Adrian VE6AFY cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera Jeff York wrote: > > Can anyone tell me what they are getting in their compression checks on > their 2180 GPAS? > > During my annual inspect, I noticed that cylinders 1 and 2 are much lower > then 3 and 4. UNless my gauge is screwed up. Cylinders 3 and 4 are reading > about 120 psi. 1 and 2 are reading about 60 psi. This test was done after > running the engine long enough to bring oil temps up. > > I am running with zenith carb and a mag ignition. The engine only has about > 55 hours. > > I checked the tappet clearence and then ran the test again with little to no > difference. Although It did seem that the tappet clearence on 1 and 2 was to > tight so I re-set it to a tight 8 loose 6 per the GPAS manual. > > I am thinking I have a head that needs the valves re ground. Am I going in > the right direction? Is there a method to checking the compression on a GPAS > that is different then the 4 stroke auto engines I have worked on in the > past. > > I once worked on a Ford 4 cylinder years ago that had tappets out of > adjustment. I thought I was going to have to pull the head because of a low > compression problem. An old mechanic told me that it could be carbon build > up on the exhaust valve and to run the engine for a while and the carbon > would release and the compression would come back up. > > He was right. I can't remember everything he had me do, but it worked. > > Is this possible? Or am I just dreaming? > > You 2180 or VW long timers give me the scoop. I don't think it would be > rings because that should show as over all low compression on all cylinders, > or oil blow by from a damaged oil ring, signs of cylinder pressure getting > into the crankcase. > I am not looking for a quick fix. Those never worked on auto engines in the > past. > > I just want to be sure I am going in the right direction and if others have > had this problem, what steps or things do I need to do to prevent this from > happening again in the future. > Jeff > > _________________________________________________________________ > Surf the Web without missing calls! Get MSN Broadband. > http://resourcecenter.msn.com/access/plans/freeactivation.asp > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files ------------------------------ Date: Mon, 21 Oct 2002 09:05:16 -0400 To: krnet@mailinglists.org From: "Jeff York" Subject: Re:2180 compression values/ 1 & 2 low Message-ID: wrong heading on last send >From: "Jeff York" >To: krnet@mailinglists.org >Subject: Re: KR> Up Flying >Date: Mon, 21 Oct 2002 09:00:32 -0400 > >Can anyone tell me what they are getting in their compression checks on >their 2180 GPAS? > >During my annual inspect, I noticed that cylinders 1 and 2 are much lower >then 3 and 4. UNless my gauge is screwed up. Cylinders 3 and 4 are reading >about 120 psi. 1 and 2 are reading about 60 psi. This test was done after >running the engine long enough to bring oil temps up. > >I am running with zenith carb and a mag ignition. The engine only has about >55 hours. > >I checked the tappet clearence and then ran the test again with little to >no difference. Although It did seem that the tappet clearence on 1 and 2 >was to tight so I re-set it to a tight 8 loose 6 per the GPAS manual. > >I am thinking I have a head that needs the valves re ground. Am I going in >the right direction? Is there a method to checking the compression on a >GPAS that is different then the 4 stroke auto engines I have worked on in >the past. > >I once worked on a Ford 4 cylinder years ago that had tappets out of >adjustment. I thought I was going to have to pull the head because of a low >compression problem. An old mechanic told me that it could be carbon build >up on the exhaust valve and to run the engine for a while and the carbon >would release and the compression would come back up. > >He was right. I can't remember everything he had me do, but it worked. > >Is this possible? Or am I just dreaming? > >You 2180 or VW long timers give me the scoop. I don't think it would be >rings because that should show as over all low compression on all >cylinders, or oil blow by from a damaged oil ring, signs of cylinder >pressure getting into the crankcase. >I am not looking for a quick fix. Those never worked on auto engines in the >past. > >I just want to be sure I am going in the right direction and if others have >had this problem, what steps or things do I need to do to prevent this from >happening again in the future. >Jeff > > > > > > > > > > > >_________________________________________________________________ >Surf the Web without missing calls! Get MSN Broadband. >http://resourcecenter.msn.com/access/plans/freeactivation.asp > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "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.maddyhome.com/krsrch/index.jsp >or http://www.bouyea.net/ for the Word files _________________________________________________________________ Unlimited Internet access -- and 2 months free!  Try MSN. http://resourcecenter.msn.com/access/plans/2monthsfree.asp ------------------------------ Date: Mon, 21 Oct 2002 08:14:35 -0500 To: krnet@mailinglists.org From: "Oscar Zuniga" Subject: KRNet support Message-ID: G'day, Netheads; Unless I missed it, Mark Langford neglected to mention his snail mail address so you can send him some money to help support the KRNet. As he said, there are expenses in maintaining the KRNet.org domain name, the web page, and in administering the list. So while you have your pen and checkbook out, here's the address: Mark Langford 296 Taylor Denton Lane Harvest, AL 35749 And just to contrast the KRNet to what Justin found when trying to get in touch with Rand Robinson recently, note that (1) the KRNet is available to you 24/7; (2) the KRNet is free (donations to the cause are voluntary... you can subscribe to this list for free); (3) the information you get here is from actual builders and flyers of KRs, not from someone who only sells plans; (4) there are real-live addresses and phone numbers out there on many builders' websites, and they answer the phone and open their mail. Need any more reasons? Is it worth an annual amount of $5 or $10 (or more... your choice) to get this kind of support and information? No pop-up ads, no banners, no quarterly 'whines' for donations... it's sure worth it to me! Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Unlimited Internet access for only $21.95/month.  Try MSN! http://resourcecenter.msn.com/access/plans/2monthsfree.asp ------------------------------ Date: Mon, 21 Oct 2002 09:08:23 -0500 To: krnet@mailinglists.org From: larry flesner Subject: computer info Message-Id: <3.0.6.32.20021021090823.0086d300@mail.midwest.net> Netters, This is not KR related but I thought that everyone reading this has a computer so it might be of interest to you. If you want to know what's inside that box you call a computer, go to www.belarc.com , click on products, and download the free program called "advisor". It is a 600K program so it only takes about 2 minutes on a 56K modem. When you run the program, it tells you everything you ever wanted to know about you computer. It gives the name and operating speed of the main board, drives, hard disk size, free space, etc. , as well as an alphabetical listing of all the software programs installed, software license numbers, and much more. Mine was a two page listing that I was able to print for a hardcopy record. Bus clock speed, memory slots and and how much memory is in each one, display brand and model number, printer brand and model number, which port it is on, and it goes on and on. Did I say it was "FREE"!!! I got the site from "Kim Komando" (sp) on her radio program and all appears on the "up-and-up" and they claim the info is not shared with the server or anyone else. I'm sure there are other programs that will do the same but this is the simplest I've seen with a good formate on the printout ( i.e.software printout in alphabetical order). If you have a program where the icon has been deleted and you can't find it back, just click on the * following the software name on the printout and it takes you right to it. Check it out........ Larry Flesner ------------------------------ Date: Mon, 21 Oct 2002 12:39:03 -0200 To: From: "Cesar" Subject: Kr videos Message-ID: <001a01c2790f$9bd6a140$164eb1c8@terra.com.br> ------=_NextPart_000_0017_01C278FE.D6CBC520 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I really would like to see a Kr video online. I'm sure that many others would like so. Could anyone please put a link to any video of this magnificent airplane = to download from the internet? Please... Thanks a lot!!! Cesar =20 ------=_NextPart_000_0017_01C278FE.D6CBC520-- ------------------------------ Date: Mon, 21 Oct 2002 12:42:34 -0500 To: krnet@mailinglists.org From: "Oscar Zuniga" Subject: more flight test info Message-ID: More flight test info on Billy McFarland's plane, again with light editing by me. And the reason I'm forwarding these posts is because the "real, flying KR" data is the most valuable stuff we can get here: ============================== >From: Flymaca711689@aol.com >Subject: test report kr 2 tri gear vw >Here are some numbers: aircraft weight 560 lbs; engine 1914cc (correct >me if I'm wrong... it has a 69mm crank and 93 mm pistons); 3200 static >RPM; 60 mph rotate with climb at 90 yields 1000 ft/min climb. This >bleeds off to 600ft/min solo, and this data is for cooler weather. >In the summertime I'm lucky if I see 400 ft/min at 90 degrees. >Cruise comes in at 135 mph (no fairings). After prop unloads it >comes up to 145. I have found that my cruise speeds have come up a >little. Let's say my cruising alt is 2500 ft; if I go to 2800 ft >and start milking the nose down a little at a time first thing I will >see is RPM starts coming up with less than 40 to 50 ft min. loss. [the >so-called 'getting on the step' technique. -OZ] >I just keep milking it (by the way what the hell's wrong with 130 mph >cruise! at 3gph!!!!!) OK at this higher speed you're getting more lift >and you will see the VSI stabilize to no loss in alt. Now you start >reducing power. I think this is why some guys get upset on their test >flights- they are flying with the nose and up don't realize it. It >has been written that the KR in cruise flight has the nose down ever >so slightly [the so-called 'Huey' effect. -OZ] My hanger mate sees >145 mph with a 912, 100 HP Pulsar so if you think you will see 180 mph >with a VW the joke's on you!!!! I'm putting on my wheel pants tomorrow >and if I get 10 mph increase I will be one happy camper. >Billy macfarland N1055A ==================================== Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net ________________________________________________________________________________ Time: 02:47:26 PM PST US From: gleone Subject: Re: KR-List: test report kr 2 tri gear vw --> KR-List message posted by: gleone "by the way what the hells wrong with 130mph cruse! at 3gph!!!!!" My point EXACTLY! It beats the hell out of a Cessna 150! Flymaca711689@aol.com wrote: > --> KR-List message posted by: Flymaca711689@aol.com > > here are some numbers aircraft weight 560 engine 1914 correct if IM wrong 69 > mm crank 93 mm pistons. 3200 static rpm 60 mph rotate climb 90 1000 ft min > bleeds off to 600ft solo this is for cooler weather. summer time lucky if i > see 400 min at 9o deg cruse comes in at 135 mph no farings after prop unloads > comes up to 145 . ihave found that my cruse speeds have came up little let > say your cursing alt is 2500 ft go to 2800 ft start milking the nose down > little at a time first thing you will see is rpm start coming up with less40 > to 50 ft min lose just keep milking it (by the way what the hells wrong with > 130mph cruse! at 3gph!!!!! OK at this higher speeds your getting more lift > and you will see the vsi stabilize to no lose in alt now you start reducing > power i think this why some guys get upset i think on there test flights they > are flying with the nose up don't realize it it has been written that the Kr > in cruse flight the nose is down ever so slightly my hanger mate see 145 mph > with 912,100 HP palsare so if you think you will see180 mph with vw jokes on > you!!!! . IM putting on my wheel pants tomorrow if i get 10 mph i will be > one happy camper. have a nice week end all > > Billy macfarland 1055a > ### Digest Mode Message Key ### _-======================================================================= _-= - The KR-List Email Forum - _-= This forum is sponsored entirely through the Contributions of _-= List members. You'll never see banner ads or any other form _-= of direct advertising on the Matronics Forums. _-======================================================================= _-= !! NEW !! _-= Browse List: Use your web browser to view the latest messages. _-= Photo Share: Share photos and files with other List members. _-======================================================================= _-= List Related Information _-= Post Message: kr-list@matronics.com _-= UN/SUBSCRIBE: http://www.matronics.com/subscription _-= Photo Share: http://www.matronics.com/photoshare _-= Browse List: http://www.matronics.com/browselist/kr-list _-= Search Engine: http://www.matronics.com/search _-= Archives: http://www.matronics.com/archives _-= List Specific: http://www.matronics.com/kr-list _-= Other Lists: http://www.matronics.com/emaillists _-= Contributions: http://www.matronics.com/contribution _-= Matronics: http://www.matronics.com/ _-======================================================================= _________________________________________________________________ Choose an Internet access plan right for you -- try MSN! http://resourcecenter.msn.com/access/plans/default.asp ------------------------------ Date: Mon, 21 Oct 2002 15:56:45 -0500 To: From: "Caring Hearts EMS" Subject: Palmer's Message-ID: <000f01c27944$62b41020$9dd8a93f@caringheartsems> ------=_NextPart_000_000C_01C2791A.74E3EC40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi There, I have been trying to reach this company in TX, Palmer's KR Machine = Shop and I always get that all circuits are busy. Does anyone else know = of this company and have had these problems.=20 Thanks=20 Pat ------=_NextPart_000_000C_01C2791A.74E3EC40-- ------------------------------ Date: Tue, 22 Oct 2002 08:32:21 +1000 To: "krnet listing" From: "Phillip Matheson" Subject: Re: KR> Carb icing Message-ID: <003c01c27952$a32cda20$0100a8c0@barry> I do not think it is a matter of if you have to have a Carb heat system by law. It is a matter of LIFE or Death if you do not have a carb heat system. When I fly, it does not matter what the weather is like, when I pull the throttle back, ON COMES THE CARB HEAT. Icing WILL happen one day, and then I hope you have a clear place to land. Safe flying to all. Phil Matheson matheson@dodo.com.au 61 3 58833588 NSW Australia. See our VW engines at; www.vw-engines.com ------------------------------ Date: Mon, 21 Oct 2002 16:25:13 -0700 (PDT) To: KRNET@MAILINGLISTS.ORG From: Rick Wilson Subject: Rand Robinson Company Message-ID: <20021021232513.88629.qmail@web21208.mail.yahoo.com> I appreciate the correction about Rand Robinson stocking parts. Sorry for the wrong information. Rick Wilson rwdw2002@yahoo.com __________________________________________________ Do you Yahoo!? Y! Web Hosting - Let the expert host your web site http://webhosting.yahoo.com/ ------------------------------ Date: Mon, 21 Oct 2002 19:54:22 -0500 To: From: "Caring Hearts EMS" Subject: L Palmer Message-ID: <004101c27965$9ca1c360$b2d8a93f@caringheartsems> ------=_NextPart_000_003E_01C2793B.A6B36040 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi, just wanted to thanks everyone that answered my email about Les = Palmer. Got a hold of him, what a great guy and very informative on the = KR's. Thanks again. Pat ------=_NextPart_000_003E_01C2793B.A6B36040-- ------------------------------ Date: Mon, 21 Oct 2002 21:08:44 -0400 To: From: "Ron Thomas" Subject: SEAT PAD Message-ID: <000a01c27967$92dacb40$c843a8c0@faaguy> Try padding the top of the main spar with large pipe insulation. The kind you buy at home depot. If you are makeing sling seats, it should work to make the area on top of the main spar more comfortable. Cheap and very light weight. ------------------------------ Date: Tue, 22 Oct 2002 00:30:09 EDT To: krnet@mailinglists.org From: GoFlySlow2@aol.com Subject: New gadget Message-ID: <70.25091f8f.2ae62e51@aol.com> --part1_70.25091f8f.2ae62e51_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I stopped by Radio Shack the other day and picked up an Infrared handheld thermometer. This digital readout thermometer is calibrated to -20F to 400F in 1/2 degree increments. Push a button and temp is read instantly and repeatedly over and over The accuracy seems to be quite good. I pointed it at myself and it reads out 98.5 F. (oral) Didn't try the other route! The angle of measurement is 1:4 When held 1 foot away it will read a 3" area. Or, 1" away will give a spot read of approx. 1/4 inch. I found this excellent for reading various areas of my engine and to correlate the accuracy of my CHT probes. As it turns out, one CHT sensor was very inaccurate at higher temps of climb and cruise but accurate at lower temperatures. (measured static) In the house, this little guy can also help track down drafts, cooling/heating effeciencies. (settle arguments with Hot Flash prone wives) You can check Refridge / freezer temps for optimal range and save power and money. Need an accurate iron temperature when applying Stits Dacron? Is the room warm / cool enough to shoot the aerothane? At $49, this is a new "Best Gadget" Chuck http://mywebpage.netscape.com/n886mj/ChuckScrivner.html http://angelfire.com/biz6/MFM Chuck --part1_70.25091f8f.2ae62e51_boundary-- ------------------------------ Date: Mon, 21 Oct 2002 21:57:34 -0500 To: From: "Justin" Subject: Dean Selby's KR2S Message-ID: <007001c27976$c57869e0$77c61b42@socal.rr.com> ------=_NextPart_000_006D_01C2794C.DC5F3E60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Does nayone know what kind of speed he is getting and with what engine. = I know he has that new "wing" (airfoil). He also had the lightest seats = I have everseen. Are those in anyway comfortable for a 2 hour flight? If = so those are a perfect weight saver for an airplane. http://home.hiwaay.net/~langford/dselby/ Justin ------=_NextPart_000_006D_01C2794C.DC5F3E60-- ------------------------------ Date: Tue, 22 Oct 2002 00:12:24 -0500 To: "KR Builders List \(E-mail\)" From: "Larry A. Capps" Subject: Dean Selby's KR2S Message-ID: <000801c27989$9c460470$0200a8c0@schpankme> FOR SALE $14,900.00 KR2S TTSN:................65 hours Engine:.............1915 Hapi VW Dual Ignition:....1 mag and 1 compufire Instruments: - King KLX 135A GPS com w/ moving map - David Clark intercom - Mixture indicator w/ dual O2 sensors - Engine Information System - Wing tip strobes Other: - Dual baggage compartments - Dual controls w/ removable right stick - Hydraulic brakes - Dual wing tanks - 1 mechanical and 1 electrical fuel pump - Prop – Tennessee Propellers 52x46 Airplane located at Upper Cumberland Regional Airport (SRB) in Sparta TN Contact Dean Selby at deans@usit.net Regards, Larry A. Capps KR Newsletter Naperville, IL How about - 27 Years of the KR Newsletter on CD - $45.00 -----Original Message----- Subject: KR> Dean Selby's KR2S Does nayone know what kind of speed he is getting and with what engine. I know he has that new "wing" (airfoil). He also had the lightest seats I have everseen. ------------------------------ Date: Tue, 22 Oct 2002 03:26:43 -0400 To: "hennie van `rooyan" From: "jim wogaman" Subject: Re: KR> Re: IDEAS - In General----Dan & Leigh Message-ID: <00e101c2799c$67925ea0$e0491cd8@jeannielobell> ------=_NextPart_000_00DE_01C2797A.DF868020 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Dan, Leigh & KRnetters: My spouse is a psych head says there seems to be = a tiny anti social aggressive devil spirit dwelling in the human heart = that seeks release when and where physical confrontation is not = possible. What ever, it's too bad it reers up on this great = organization. a :-) would work just as well if not better. You people = are still a great group! jim wogaman jwog1@copper.net Will post graphic = on wood connections. Later cleo :-) ----- Original Message -----=20 From: Daniel Heath=20 To: krnet@mailinglists.org=20 Sent: October 19, 2002 2:43 PM Subject: KR> Re: IDEAS - In General RE> Leigh: No offence but this format seams to thrive on Pissing = Contests from largely unqualified individuals. I believe that Dan and = the other of us that are considering this option need a definitive = answer to the question. DAN: I find it difficult to understand why such a simple = proposal gets such argumentative responses. I know that trusses are = built that way and I thought that it was a thought that was worth = presenting, in hopes that there would be civilized discussion. After = all, isn't that what the net is for, the sharing of ideas. =20 I got the idea of using an auto mirror motor for a trim tab = servo, from the net. I have one and as soon as we turn the plane over, = we are going to install it. If you all choose, we will keep the results = to ourselves. Afterall, aren't MAC servos the accepted and proven servo = to use? Maybe this is why there have been so few posts on the net over = the past several weeks. See ya in Red Oak --- 2003, Daniel R. Heath See our KR2 at: http://kr-builder.org Click on the Pic. See our EAA Chapter 242 at: http://WWW.EAA242.ORG =20 =20 =20 =20 ____________________________________________________ IncrediMail - Email has finally evolved - Click Here=20 ------=_NextPart_000_00DE_01C2797A.DF868020-- ------------------------------ Date: Tue, 22 Oct 2002 06:23:58 -0700 (Pacific Daylight Time) To: From: "Daniel Heath" Subject: Re: KR> Shirley's KR-1 Message-Id: <3DB5516E.000054.00320@dan> --------------Boundary-00=_Y7XD71O5BHK000000000 Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_Y7XD2CS5BHK000000000" --------------Boundary-00=_Y7XD2CS5BHK000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable RE:> does anybody know what mods=0D he's done to the KR-1? It looks looks longer with a different wing. What=0D size engine does he have in it? Any information would=0D help.=0D =0D Ron,=0D I haven't seen where anyone has replied to you about this, so I will give you the info that I have. He has a 2180 with a POSA carb and a lot of really neat things inside the engine compartment. There are several pictures on our site of the 2002 gathering that feature his engine compartment. He modified the fuse shape up front somewhat, to accomodate the cowl flap and for other reasons that I cannot remember. The wing is = not like any other that I have seen. I think it is a modified GAW....., not sure about the air foil designation. It is shortened and cut at an angle= to the tips to make them very narrow at the end.=0D This has to be one of the best examples of a KR that I have seen even if = it is not completely to plans.=0D =0D See ya in Red Oak --- 2003,=0D =0D Daniel R. Heath=0D =0D See our KR2 at: http://kr-builder.org Click on the Pic.=0D =0D See our EAA Chapter 242 at: http://WWW.EAA242.ORG=0D =0D =20 --------------Boundary-00=_Y7XD2CS5BHK000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

RE:> does anybody know what mods
he's done = to the=20 KR-1? It looks looks longer with a different wing. What
size eng= ine=20 does he have in it? Any information would
help.

 

Ron,

I haven't seen where anyone has replied to you about this, so I = will=20 give you the info that I have.  He has a 2180 with a POSA carb= and a=20 lot of really neat things inside the engine compartment.  Ther= e are=20 several pictures on our site of the 2002 gathering that feature his= engine=20 compartment.  He modified the fuse shape up front somewhat, to= =20 accomodate the cowl flap and for other reasons that I cannot=20 remember.  The wing is not like any other that I have seen.&nb= sp; I=20 think it is a modified GAW....., not sure about the air foil=20 designation.  It is shortened and cut at an angle to the tips = to make=20 them very narrow at the end.

This has to be one of the best examples of a KR that I have seen= even=20 if it is not completely to plans.

 

See ya in Red Oak --- 2003,

Da= niel R.=20 Heath

See our KR2 at: http://kr-builder.org  Clic= k on the=20 Pic.

See our EAA Chapter 242 at: http://WWW.EAA242.ORG

&nb= sp;=20

=09 =09 =09 =09 =09 =09 =09
____________________________________________________
  IncrediMai= l -=20 Email has finally evolved - Click=20 Here --------------Boundary-00=_Y7XD2CS5BHK000000000-- --------------Boundary-00=_Y7XD71O5BHK000000000-- ------------------------------ Date: Tue, 22 Oct 2002 11:56:58 -0400 To: "krnet@mailinglists.org" From: ronald j willliams Subject: Shirley's KR-1 Message-ID: <3DB5754A.A2AB765E@bellsouth.net> Thanks Dan, I appreciate the information on Shirley's KR-1. Thanks again Ron W ------------------------------ Date: Tue, 22 Oct 2002 09:56:26 -0400 To: From: "Audrey and Harold Woods" Subject: gusset strength. Message-ID: <005a01c279d2$d0487de0$b0046418@baol.phub.net.cable.rogers.com> ------=_NextPart_000_0057_01C279B1.49048340 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable The discussion of gusset blocks vs gusset plates is interesting. The = skin on the outer side is a giant gusset. There is really no problem = fitting the gusset black if you are using epoxy glue. Truthfully the fit = does not have to be accurate provided the epoxy does not run out of the = joint. A thrixiotropic agent like cabasol, a hydated silica powder will = prevent running. I visited a skilled boat builder one day. He had a = number of wooden Jorginson clamps. I noted one clamp which was about 2" = x 1' in crossection had a transparent section across almost 80% of the = 2" section . The wood was maple. He replied that the maple had cracked = under load. He had run the wood into his circular saw to widen the crack = area. He put masking tape around the bottom and up the open side, then = poured it full of epoxy and let it cure for a week. The epoxy was = Gudgeon Brothers epoxy 5:1 mix regular hardener. (pardon the spelling). = He said that he uses it regularly and it is as strong as any other of = his clamps. Essentially then if the glue joint on a poorly filling = wooden gusset block is not starved of epoxy, it will be as strong as a = perfectly fiiting block. Once cured the masking tape will easily pull = off the epoxy joint. This same builder did not have much good to say about Aerolite glue. = That is a 2 part glue which at one time was approaved for aircraft = construction in Canada. Under constant vibration the glue fractures and = weakens until an accident is just waiting to happen. Harold Woods. Orillia, ON Canada. --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.400 / Virus Database: 226 - Release Date: 10/9/02 ------=_NextPart_000_0057_01C279B1.49048340-- ------------------------------ Date: Tue, 22 Oct 2002 11:54:47 -0500 To: From: "Steve" Subject: Epoxy Joints Message-ID: <009001c279eb$bb05f340$291e6344@om.cox.net> ------=_NextPart_000_008D_01C279C1.D1E526A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hello KR netters With all the talk about gussets recently, I wood like to talk about the = strength of an epoxy joint and a couple of test I did. When I started building my sides I had never worked with epoxy but knew = it was NOT glue. I did these test to find out optimal clamping pressure before starting. = All test were done with=20 T-88 epoxy. There are 4 pressures working on every joint: Compression, Epoxy has incredibly strenth Tension(pulling apart) Epoxy poor strength Moment(bending at connection) Fair ammount of strength Shear(scissor action at joint) Incredibly strenth, wood easily breaks = first But I digress, I was looking for clamping pressure on a but joint. The = three test I did were all given enough epoxy to cover both surfaces but = each having different preassure and all being a simple butt joint in the = shape of a T. High clamping pressure: The clamp was tighten to where it made an = impresion into the top of the T and most of the epoxy squeezed out. Light clamping pressure: used a rubber band to hold wood in place, some = epoxy squeezed out and wood had good contact No clamping pressure: The wood was pressed together and set on wax = paper to cure. After two days of curing, I tested by just pushing down on the bottom of = the T laid on it's side. High clamp joint failed with just light pressure, it snapped like a = candy cane with no flexibility. No clamping pressure held consiberably more pressure and offered more = flexibility, although I didn't use a scale it held several times the = force. There was a small void in the connection and surface contact was = light about 50%. The rubber clamp easily help the most force and had great flexibility = just beating out no clamp. surface contact was 99% and no voids. When it did finaly fail from the = force it let go but did not snap or shatter like the High clamp test. This was a lesson for myself to use epoxy and get a feel for it's = mechanical properties. The big lesson I learned is EPOXY IS NOT GLUE, you need some to stay in = the joint. Steve Lemke Omaha, Nebraska Building for speed by building light ------=_NextPart_000_008D_01C279C1.D1E526A0-- ------------------------------ End of krnet Digest ***********************************