From: krnet-bounces+johnbou=speakeasy.net@mylist.net on behalf of krnet-request@mylist.net Sent: Tuesday, October 07, 2003 9:31 AM To: krnet@mylist.net Subject: KRnet Digest, Vol 181, Issue 1 Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. handhelds (Oscar Zuniga) 2. Re: First flight report...Finally!! (cgardn628) 3. Re: Partnerships 4. Re: Partnerships 5. Re: Partnerships (Dana Overall) 6. gross weight on data plate? (Mark Langford) 7. Build wheel axles? (Darren Pond) 8. Brake fluid. (Mark Jones) 9. Re: gross weight on data plate? (Brian Kraut) 10. prop unloading (Brian Kraut) 11. cruise power (Brian Kraut) 12. Brake fluid 13. Re: Brake fluid (Mark Jones) 14. Re: Brake fluid (Brian Kraut) 15. gross weight on data plate? (Larry A Capps) 16. Re: cruise power (Justin) 17. Re: prop unloading (Steve Glover) 18. Re: cruise power - How do I establish what RPM equates to 75% and 60% power on a VW 2180 at different altitudes? (Dan Heath) 19. Partnerships (Ron Freiberger) 20. Re: Looking for Wood (Peter Johnson) ---------------------------------------------------------------------- Date: Mon, 06 Oct 2003 14:08:32 -0500 From: "Oscar Zuniga" To: krnet@mylist.net Subject: KR>handhelds Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 1 Eduardo writes- >It interests me if your you have some place >where I can buy that ICOM , since you can >mount it in the front of the board. The little Icom IC-A4 is like most handheld transceivers, with jacks for push-to-talk and headset. I got mine from Aircraft Spruce & Specialty... info at http://www.aircraftspruce.com/catalog/avpages/ica4icom.php or at http://www.mypilotstore.com/MyPilotStore/sep/659 , among many others. An idea of how it will mount on my panel is at http://www.flysquirrel.net/panel/instpnl.html and I plan to use pieces of a car cellphone holder (clamp) rather than the "Velcro" approach. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get McAfee virus scanning and cleaning of incoming attachments. Get Hotmail Extra Storage! http://join.msn.com/?PAGE=features/es ------------------------------ Date: Mon, 6 Oct 2003 15:51:51 -0400 From: "cgardn628" To: "KR builders and pilots" , "Brian Kraut" Cc: "Owen MacPherson" Subject: Re: KR>First flight report...Finally!! Message-ID: <009401c38c43$4992c9c0$6401a8c0@mdgwd52jlrmc3l> References: <11790863.1065054755987.JavaMail.root@thecount.psp.pas.earthlink.net> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Congratulations , Brian and welcome to the KR pilots fraternity . Sounds pretty much like my test flight except I didn't expect the pitch sensitivity to be so overwhelming , at first. Yes, it is normal to get fairly hot on climb out , especially on a summer day ( 80deg F) . I usually climb at 100 mph indicated and reduce to 25" manifold as soon as I hit 1000 feet above ground. The I let the engine cool down a little before resuming the climb to cruise altitude. You will love flying this plane. Cheers Chris Gardiner ----- Original Message ----- From: "Brian Kraut" To: Sent: Wednesday, October 01, 2003 8:32 PM Subject: KR>First flight report...Finally!! > I am happy to report that N93PC took its first leap into the air > yesterday afternoon since I bought it and rebuilt it. I had everything planned for the past few days and I snuck to the airport during a long lunch so my wife wouldn't be worried to death. I gave a co worker the phone number to the tower and asked him to call and see what happened to me if I wasn't back in a few hours. > > The worst part of the flight was the drive to the airport. I had more butterflies in my stomach than when I got married or when my son was born. My legs and arms were numb and tingly and I was cold and shivering even though it was about 85 degrees. After I landed I noticed that my entire shirt was drenched with sweat. > > The flight itself was pretty uneventfull. I spent more time on the > ground than I wanted because the airport was pretty busy. I had to wait for three other planes in front of me when I got to the runup area and I had to wait for three to land after I got to the hold short line. The tower wanted to get everyone else out of the pattern so I would have two runways to myself just in case. > > Takeoff was pretty simple. I had been doing high speed taxi runs for > a week. This was the first one at full power so the tail came up pretty quick and the plane was very easy to control. When it wanted to fly I just pulled back a little and off I went. I had flown some with Mark Strothers and Jim Faughn so I knew exactly what to expect in the air. The plane was well behaved and easy to fly. I climbed at about 85 knots and started a left turn at 600'. I pretty much just kept going around with left turns up to 2,500' and stayed over the airport. I would have gone up to 5,000, but the ceilings were at about 3,000. > > The oil temperature did get close to redline about 2,000', but the CHT stayed about 40 degrees under red line. I suspect that this was from the long ground run followed by the climb. The temps were a lot better after I leveled off and reduced power. If anyone cares to comment on weather or not it is normal to get near redline after a 2,000' climb after running 20 minutes on the ground on an 85 degree day it would be appreciated. > > Once I got to altitude I pulled back to about 2,500 RPM and just kept going in rectangles. I found that the KR really likes to turn left with just me in it. I planned on normally keeping my wing tanks empty unless I was on a long cross country, but now I think I might just keep the right tank full when I fly alone. I made sure that the engine was still happy at idle and I did a few approaches to stalls just until it started to get mushy. I was pretty surprised at how much the KR would slow down and still keep flying. My airspeed indicator got down around 45 knots, but I don't know how accurate it is yet and I didn't look at the GPS. > > After about 40 minutes I got cleared to get back in the pattern when I > was at 2,200 feet over the departure end of the runway. I throttled back to about 1,500 and went out a bit before I came back on downwind. I had to do a few circles to loose some altitude on the long downwind because the KR glides so good. I did try slipping some and the KR seemed to slip pretty good. I set up a long final that was high enough that I could glide in if I had to. > > The landing was pretty easy. I had a lot of grass before the runway > so I got low after crossing the airport fence and I had a landing on the airport secured and I kept in a little power so I could touch down right at the threshold. I started my flare a little late, but I only did one 6" bounce. After I was on the ground I raised the tail again until it slowed and I was home free. I have read alot about KRs floating forever in ground effect, but I didn't get much float at all. It landed pretty much like a Cherokee, probably because I was able to get a slow stabilized approach long before the end of the runway. > > My overall impression is that the KR is a joy to fly and I can't wait > till I fly it again. I still can't get the KR grin off my face. > > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Mon, 6 Oct 2003 17:29:40 EDT From: Goreebethray@aol.com To: krnet@mylist.net Subject: Re: KR>Partnerships Message-ID: Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 3 My prospective partner and I are in the process of locating an attorney. I have no family member that would want the plane. I think we will have provisions in the agreement that if one partner dies or want to sell, the other partner will have first choice at buying the plane or we both must agree on another buyer. Dean, you have spent a lot of time in sending these Emails. Thanks. I have been pleased with the way several people have responded to my original request. The NET is working. thanks, Ray ------------------------------ Date: Mon, 6 Oct 2003 17:36:12 EDT From: Goreebethray@aol.com To: krnet@mylist.net Subject: Re: KR>Partnerships Message-ID: <15.19fb0b98.2cb33a4c@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 4 Dan, there would be no reveenue produced that I can think of. I believe that repairs, and maintainence, etc. would be shared according to the percentage of ownership. Many things to consider here, isn't there. Thanks for your input, Dan. Thanks. Ray Goree ------------------------------ Date: Mon, 06 Oct 2003 20:42:38 -0400 From: "Dana Overall" To: krnet@mylist.net Subject: Re: KR>Partnerships Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 5 Dan, I'll not address the liability issue as this has been hashed over on this forum in great detail. If you only want to form a partnership to document the sharing of expenses and protecting the surviving partner, just have a partnership agreement drafted. Your counsel will be able to address such issues as the sharing of expenses, right of first refusal if a partner desires to sell his share, address remainder beneficiary ownership issues, address a fair market value formula at partnership liquidation, approval of partner use of the airplane, etc. Having such issues addressed up front may be of value too you, then again it may not be. This document is a different animal than the formulation of an entity to address liability issues. We weren't talking about income recognition from any partnership revenue generating venture. Dana Overall 1999 & 2000 National KR Gathering host Richmond, KY RV-7 slider/fuselage, Imron black, "Black Magic" Finish kit ordered!! Buying Instruments. Hangar flying my Dynon. http://rvflying.tripod.com do not archive >From: "Dan Heath" >Reply-To: KR builders and pilots >To: >Subject: Re: KR>Partnerships >Date: Mon, 6 Oct 2003 12:20:53 -0400 (Eastern Standard Time) > >I see some mention of Revenue regarding such partnerships. I would >assume that there would be no revenue, so why is it an issue? The only >purpose that Jerry or I would have for forming a partnership would be >so that we would be protected from that L word, as much as possible, >and to see to it that no one tried to take the plane from either of us >in the event that something real bad happened to either one of us. > >N64KR > >Daniel R. Heath - Columbia, SC > >DanRH@KR-Builder.org > >See you in Mt. Vernon - 2004 - KR Gathering > >See our KR at http://KR-Builder.org - Click on the pic >See our EAA Chapter 242 at http://EAA242.org > >-------Original Message------- > >From: KR builders and pilots >Date: Saturday, October 04, 2003 6:56:26 AM >To: krnet@mylist.net >Subject: Re: KR>Partnerships > > >11. Partnerships are excellent for asset protection. A partner in a > >partnership is almost impossible to collect money from even if you > >win a lawsuit against > >one. However, the IRS has issued a Revenue Ruling that the party >"winning" > >the > >lawsuit and obtaining a charging order against the partner has > >"constructive receipt" of the income WHETHER THEY EVER COLLECT IT OR > >NOT! They then owe federal income taxes on phantom income they never > >receive. The result is VERY few lawsuits against partners in > >partnerships. > > >Time to slow down a little on this one, nice post but as a note to >anyone considering such an agreement: > >An IRS Revenue Ruling, I haven't looked this one up, holds no basis for >legal adjunction or basis to support one's position. It is nothing more >than than an "opinion" issued by the service as a result of a request >by an entity seeking such. This allows the seeker of the ruling to >legally file an informational return without fear of fraud penalties >upon future rulings of the service. In the same breath, the IRS is not >legally obligated to stand by a revenue ruling in the case requested >nor any future or past instances. > >The proof of uncollectability is basis for the writing off of >uncollectable accounts receivable. This proof can be based on >liquidity, continued existance or a variety of positions. Numerous >examples of case law substantiate this position and would hold >precedence. Since individuals are considered by the IRS to be "cash >basis" entities then the mere existance of a favorable judgement is not >receipt of income and will not be considered as >income for tax purposes. This would certainly not be an issue with my >counsel to a client interested in relief. > >Once again, seek legal counsel in your state of residence. Partnership >agreements or exculpability agreements are relatively cheap to have >drawn up and, in my opinion well worth the counsel to have an agreement >drafted to meat one's individual needs. The above information is not >legal counsel and cannot be used as such as dictated by the Kentucky >Bar Association or The Kentucky State Board of Accountancy. I am only >licensed to practice within the Commonwealth of Kentucky. > > > >Dana Overall >1999 & 2000 National KR Gathering host >Richmond, KY >RV-7 slider/fuselage, Imron black, "Black Magic" >Finish kit ordered!! Buying Instruments. Hangar flying my Dynon. >http://rvflying.tripod.com do not archive > >_________________________________________________________________ >Get McAfee virus scanning and cleaning of incoming attachments. Get >Hotmail Extra Storage! http://join.msn.com/?PAGE=features/es > > >_______________________________________________ >see KRnet list details at http://www.krnet.org/instructions.html >._______________________________________________ >see KRnet list details at http://www.krnet.org/instructions.html _________________________________________________________________ Instant message with integrated webcam using MSN Messenger 6.0. Try it now FREE! http://msnmessenger-download.com ------------------------------ Date: Mon, 6 Oct 2003 21:05:06 -0500 From: "Mark Langford" To: "KR builders and pilots" Subject: KR>gross weight on data plate? Message-ID: <008201c38c77$6efc2100$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 6 Tonight I heard from Rick Lanning, the new owner of Dan Diehl's N4DD KR2. He's about to reregister it, and had this question. The plane weighs 721 pounds now with the 0-200 in it, and it holds about 30 gallons of fuel. With a passenger he's going to be way over the gross weight called out in the plans. Now, I know that if you're the guy that BUILDS it, you can establish the gross weight just about wherever you want to. But if it's already been registered before, and you haven't made any real changes to it, can you just arbitrarily jack up the gross weight and set to to something like 1300 if you feel the need? The DAR is coming next week, and he's wondering what his data plate needs to read by then. I just signed him up for KRnet, so he'll be online shortly. Thanks, Mark Langford, Huntsville, AL N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Date: Mon, 6 Oct 2003 22:18:17 -0400 From: "Darren Pond" To: "KR builders and pilots" Subject: KR>Build wheel axles? Message-ID: In-Reply-To: Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 7 Hey Gang? Is it necessary to heat treat my 4130 3/4" dia axles? What wall thickness should I use? This is to suit 4.1 x 6" AZUSA wheels and drum brakes. Darren P ------------------------------ Date: Mon, 6 Oct 2003 22:00:10 -0500 From: "Mark Jones" To: "KR Net" Subject: KR>Brake fluid. Message-ID: <007c01c38c7f$1f6a47e0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 8 I have had my brake fluid installed in my system now for several months. = Down at the calipers you can see the brake lines which are transparent. = What I have noticed is that the brake fluid in the last four or five = inches of the lines next to the calipers has become clear and turns back = to red just as the lines enter into the gear legs. What is this = phenomenon? Does the red brake fluid turn transparent when exposed to = sunlight after a period of time? The strange thing is the fluid in my = transparent quart jar on the shelf has not discolored from red. Mark Jones (N886MJ) Wales, WI USA=20 E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at =20 http://mywebpage.netscape.com/n886mj/homepage.html ------------------------------ Date: Mon, 6 Oct 2003 23:12:17 -0400 (GMT-04:00) From: Brian Kraut To: krnet@mylist.net Subject: Re: KR>gross weight on data plate? Message-ID: <7491434.1065496342381.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 9 I don't have the exact answer, but I was going to call the inspector I was dealing with at the FSDO about my plane and ask about upping my gross also. One thing I do know is that he needs to check the existing operating limitations. N4DD had the operating limitations issued a long time ago, but I assume that there is a limitation stating that the FAA must be notified of any major alteration and a response received in writing before being flown. I had this limitation and that is why I had to contact the FSDO on mine. They made me do a new weight and ballance and a new five hour test period. According to FAA Order 8130.2D and the letter from the FAA I need to show that the aircraft complies with 91.319(b) and record this in the aircraft records with the following or a similarly worded statement: "I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all manuvers to be executed, has no hazerdous operating characteristics or design features, and is safe for operation. The following aircraft operating data has been demonstrated during the flight testing: speeds Vso____, Vx______, and Vy_____, and the weight____, and CG location_____ at which they were obtained." I am assuming that since I am doing a new weight and ballance and establishing new V speeds that I can establish a new gross weight also. I will clarify this with the inspector and will also see if I need to test fly the plane at the gross weight and record it in the logbook. I will post my findings. Interestingly enough, the FAA order also asks for the same logbook entry with the V speeds for newly certified homebuilts. During the flight testing seminar at the gathering several people stated that they have never established their V speeds. I believe that all homebuilts need these speeds established and put in the logbook before they can carry passengers or leave the test area. Tonight I heard from Rick Lanning, the new owner of Dan Diehl's N4DD KR2. He's about to reregister it, and had this question. The plane weighs 721 pounds now with the 0-200 in it, and it holds about 30 gallons of fuel. With a passenger he's going to be way over the gross weight called out in the plans. Now, I know that if you're the guy that BUILDS it, you can establish the gross weight just about wherever you want to. But if it's already been registered before, and you haven't made any real changes to it, can you just arbitrarily jack up the gross weight and set to to something like 1300 if you feel the need? The DAR is coming next week, and he's wondering what his data plate needs to read by then. I just signed him up for KRnet, so he'll be online shortly. Thanks, Mark Langford, Huntsville, AL N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.htm ------------------------------ Date: Mon, 6 Oct 2003 23:18:34 -0400 (GMT-04:00) From: Brian Kraut To: krnet@mylist.net Subject: KR>prop unloading Message-ID: <4130410.1065496719770.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 10 I have a VW 2180 with a Props Inc. prop. I believe it is a 52 X 49 prop. It turns 3,000 RPM static, but it only unloads to about 3,100 RPM at full throttle in the air. I am also only getting slow cruise speeds and about 700 FPM climbs. I have heard from one other person that has used one of these props and got similar results so he switched to a Sterba prop and got better climb and higher RPM and faster speeds in cruise. Have other people experienced bad results with the Props Inc. prop? ------------------------------ Date: Mon, 6 Oct 2003 23:23:43 -0400 (GMT-04:00) From: Brian Kraut To: krnet@mylist.net Subject: KR>cruise power Message-ID: <16370872.1065497024196.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 11 How do I establish what RPM equates to 75% and 60% power on a VW 2180 at different altitudes? I have heard from one person that full throttle at 8,000' is about 75% power and that sounds about right to me, but is RPM at full throttle at 8,000' the same as it will be at 75% power at other altitudes? I assume not since data I have seen for certified planes has different RPM settings for different altitudes. ------------------------------ Date: Mon, 6 Oct 2003 23:25:16 EDT From: WA7YXF@aol.com To: krnet@mylist.net Subject: KR>Brake fluid Message-ID: <1a8.1a6a9ced.2cb38c1c@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 12 . What I have noticed is that the brake fluid in the last four or five inches of the lines next to the calipers has become clear and turns back to red just as the lines enter into the gear legs. What is this phenomenon? Does the red brake fluid turn transparent when exposed to sunlight after a period of time? The strange thing is the fluid in my transparent quart jar on the shelf has not discolored from Mark Jones (N886MJ Mark, I think what you are seeing is air in the line. Lynn N37LH ------------------------------ Date: Mon, 6 Oct 2003 22:30:49 -0500 From: "Mark Jones" To: "KR builders and pilots" Subject: Re: KR>Brake fluid Message-ID: <008e01c38c83$67760ca0$6401a8c0@wi.rr.com> References: <1a8.1a6a9ced.2cb38c1c@aol.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 13 I do not think it is air as I have full braking capabilities and the fluid gradually goes from red to clear. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: To: Sent: Monday, October 06, 2003 10:25 PM Subject: KR>Brake fluid > . What I have noticed is that the brake fluid in the last four or five inches > of the lines next to the calipers has become clear and turns back to > red just > as the lines enter into the gear legs. What is this phenomenon? Does > the red > brake fluid turn transparent when exposed to sunlight after a period > of time? > The strange thing is the fluid in my transparent quart jar on the > shelf has > not discolored from > Mark Jones (N886MJ > > Mark, > I think what you are seeing is air in the line. Lynn N37LH > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Mon, 6 Oct 2003 23:38:21 -0400 (GMT-04:00) From: Brian Kraut To: krnet@mylist.net Subject: Re: KR>Brake fluid Message-ID: <8537807.1065497902602.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 Water in the lines? There are some fluids that will actually absorb water from the humidity in the air although I don't know if silicone brake fluid is one of them. Perhaps it soaked up some water and now it is condensing out and sinking to the bottom. I would suggest bleeding the brakes from the top down and catching what you get in a cup. I do not think it is air as I have full braking capabilities and the fluid gradually goes from red to clear. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: To: Sent: Monday, October 06, 2003 10:25 PM Subject: KR>Brake fluid > . What I have noticed is that the brake fluid in the last four or five inches > of the lines next to the calipers has become clear and turns back to > red just > as the lines enter into the gear legs. What is this phenomenon? Does > the red > brake fluid turn transparent when exposed to sunlight after a period > of time? > The strange thing is the fluid in my transparent quart jar on the > shelf has > not discolored from > Mark Jones (N886MJ > > Mark, > I think what you are seeing is air in the line. Lynn N37LH > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Mon, 6 Oct 2003 23:12:37 -0500 From: "Larry A Capps" To: "'KR builders and pilots'" Cc: "Mark Langford \(E-mail\)" Subject: KR>gross weight on data plate? Message-ID: <000701c38c89$3ec32350$0200a8c0@schpankme> In-Reply-To: <008201c38c77$6efc2100$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 15 Step one - buy the entire Aircraft (AC) components as manufactured parts - make a list each major kit component purchased (i.e - Fuselage, Canopy, Instrument Panel, Wings, Engine, ect) - use a Bill of Sale listing the AC as “parts”, “project” and “kit” items Step two - decertify the AC with the FAA (this will render AC as parts) - remove the nameplate - remove the N-number Step three - submit for your Airworthiness Certificate - submit your name as the manufacturer - N-Number registration - schedule DAR sign off Note: Seller - You keep the Airworthiness Certificate, nameplate, registration, and all documentation (useable on another design). As stated, a project is not ready to fly until a DAR signs-off on it and the FAA issues the Airworthiness Certificate along with an N-number. For the Airworthiness Certificate, all you have to produce is an airworthy airplane, and a Registration (N-number). The only thing about the completed airplane that you have to prove is either, it’s on the FAA's list for amateur-built airplanes, or that an amateur did the majority of the work on it. In this case it will only require documentation of the pre-fab kit components, which may have been so highly prefabricated at the factory that it only takes a minimum of hours to complete it. Rather than post the usual disclaimer, let me just say, there is at least one error in the above information. Please let me know if you find it. Best Regards, Larry A Capps Naperville, IL -----Original Message----- Tonight I heard from the new owner of Dan Diehl's N4DD KR2. He's about to reregister it, and had this question. The plane weighs 721 pounds now with the 0-200 in it, and it holds about 30 gallons of fuel. With a passenger he's going to be way over the gross weight called out in the plans. Now, I know that if you're the guy that BUILDS it, you can establish the gross weight just about wherever you want to. But if it's already been registered can you just arbitrarily jack up the gross weight and set to to something like 1300 if you feel the need? ------------------------------ Date: Tue, 7 Oct 2003 22:38:03 -0500 From: "Justin" To: "Brian Kraut" , "KR builders and pilots" Subject: Re: KR>cruise power Message-ID: <000901c38d4d$949d97a0$d1d91818@computer> References: <16370872.1065497024196.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 16 In a lycoming at 8,000' full throtle is 2700 (redline). The VW im guessing would be about 3000 unless you have a low pitch prop. Justin N116JW www.geocities.com/attngrabber14/Home ----- Original Message ----- From: "Brian Kraut" To: Sent: Monday, October 06, 2003 10:23 PM Subject: KR>cruise power > How do I establish what RPM equates to 75% and 60% power on a VW 2180 > at different altitudes? I have heard from one person that full throttle at 8,000' is about 75% power and that sounds about right to me, but is RPM at full throttle at 8,000' the same as it will be at 75% power at other altitudes? I assume not since data I have seen for certified planes has different RPM settings for different altitudes. > > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Mon, 6 Oct 2003 22:46:55 -0700 From: "Steve Glover" To: "Brian Kraut" , "KR builders and pilots" Subject: Re: KR>prop unloading Message-ID: <000f01c38c96$6a5feb80$79f2fea9@IntelliSpec> References: <4130410.1065496719770.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 17 Contact Richard Seifert. He's on the net, I don't have his e-mail address. He is running a Props Inc prop and has for a number of years. I think he is getting in the 170 MPH range with the turbo. Regards, Steve Glover KR-2 N902G - flying at last!!! Rancho Santa Margarita, Ca. kr02g@earthlink.net ----- Original Message ----- From: "Brian Kraut" To: Sent: Monday, October 06, 2003 8:18 PM Subject: KR>prop unloading > I have a VW 2180 with a Props Inc. prop. I believe it is a 52 X 49 > prop. It turns 3,000 RPM static, but it only unloads to about 3,100 RPM at full throttle in the air. I am also only getting slow cruise speeds and about 700 FPM climbs. I have heard from one other person that has used one of these props and got similar results so he switched to a Sterba prop and got better climb and higher RPM and faster speeds in cruise. Have other people experienced bad results with the Props Inc. prop? > > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Tue, 7 Oct 2003 05:20:25 -0400 (Eastern Standard Time) From: "Dan Heath" To: Subject: Re: KR>cruise power - How do I establish what RPM equates to 75% and 60% power on a VW 2180 at different altitudes? Message-ID: <3F828559.000005.02672@Computer> References: <16370872.1065497024196.JavaMail.root@dewey.psp.pas.earthlink.net> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 18 Push the throttle all the way in and then, pull it back a little until th= e engine sounds like it is working about 75% as hard as it did when the throttle was all the way in. =0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our KR at http://KR-Builder.org - Click on the pic=0D See our EAA Chapter 242 at http://EAA242.org=0D =20From DanRH@alltel.net Tue Oct 07 02:21:05 2003 Received: from mta01.alltel.net ([166.102.165.143] helo=mta01-srv.alltel.net) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 1A6o1h-000JtK-00 for krnet@mylist.net; Tue, 07 Oct 2003 02:21:05 -0700 Received: from Computer ([151.213.92.252]) by mta01-srv.alltel.net with SMTP id <20031007092430.LNCR25097.mta01-srv.alltel.net@Computer>; Tue, 7 Oct 2003 04:24:30 -0500 MIME-Version: 1.0 Message-Id: <3F82864F.000007.02672@Computer> Date: Tue, 7 Oct 2003 05:24:31 -0400 (Eastern Standard Time) X-Mailer: IncrediMail 2001 (2001155.2001155) From: "Dan Heath" References: <4130410.1065496719770.JavaMail.root@dewey.psp.pas.earthlink.net> X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-FVER: X-CNT: ; X-Priority: 3 To: , Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable X-Content-Filtered-By: Mailman/MimeDel 2.1b3 Subject: KR>switched to a Sterba prop X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Brian,=0D =0D I don't know about the Props Inc., but I can tell you that you cannot go wrong with a Sterba and the customer support is second to none. I nicked one of my Sterba's and Ed told me how to fix it, but I did not feel comfortable doing it myself. I sent it to him and he did if free of char= ge and even was going to pay the shipping, but I refused to let him do that.= =0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=0D =0D See our KR at http://KR-Builder.org - Click on the pic=0D See our EAA Chapter 242 at http://EAA242.org=0D =20From mierz@wcoil.com Tue Oct 07 06:08:32 2003 Received: from smtp-01.wcoil.com ([65.17.128.6]) by lizard.esosoft.net with smtp (Exim 3.36 #1) id 1A6rZo-000Kh5-00 for krnet@mylist.net; Tue, 07 Oct 2003 06:08:32 -0700 Received: (qmail 31162 invoked by uid 104); 7 Oct 2003 13:05:11 -0000 Received: from mierz@wcoil.com by smtp-01.wcoil.com by uid 101 with qmail-scanner-1.14 (uvscan: v4.1.60/v4296. Clear:. Processed in 0.908873 secs); 07 Oct 2003 13:05:11 -0000 Received: from pm11-18.lima.da.wcoil.com (HELO default) (65.17.135.34) by smtp-01.wcoil.com with SMTP; 7 Oct 2003 13:05:10 -0000 Message-Id: <3.0.6.32.20031007091246.007b7860@pop3.wcoil.com> X-Sender: mierz@pop3.wcoil.com X-Mailer: QUALCOMM Windows Eudora Light Version 3.0.6 (32) Date: Tue, 07 Oct 2003 09:12:46 -0700 To: Brian Kraut , KR builders and pilots From: kevin Subject: Re: KR>prop unloading In-Reply-To: <4130410.1065496719770.JavaMail.root@dewey.psp.pas.earthlin k.net> Mime-Version: 1.0 Content-Type: text/plain; charset="us-ascii" X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Hi Brian , I also just bought and put on a props inc. prop. It is a 52 x 47 with a 2100d revmaster it turns 3000 static . I will be in the air shortly to see what it does in the air . I will let you know , KevinAt 11:18 PM 10/6/03 -0400, you wrote: >I have a VW 2180 with a Props Inc. prop. I believe it is a 52 X 49 >prop. It turns 3,000 RPM static, but it only unloads to about 3,100 RPM at full throttle in the air. I am also only getting slow cruise speeds and about 700 FPM climbs. I have heard from one other person that has used one of these props and got similar results so he switched to a Sterba prop and got better climb and higher RPM and faster speeds in cruise. Have other people experienced bad results with the Props Inc. prop? > > > >_______________________________________________ >see KRnet list details at http://www.krnet.org/instructions.html > > ------------------------------ Date: Tue, 7 Oct 2003 09:48:06 -0400 From: "Ron Freiberger" To: "KR Builders and Flyers" Subject: KR>Partnerships Message-ID: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 19 My opinion on this issue is that you need to figure out what you want, as clearly as possible, before you even think about an attorney. I have been in several airplane partnerships, and no attorneys were involved, Some grousing, but no legal issues. Put your thoughts and wishes down as clearly as possible; it's expensive to have an attorney drag 'em out of you by the interview method. The attorney can then guide you to clear and enforceable contract wording The first issue is that you need to partner up with persons of impeccable quality, and a generous nature. This is more important than all of the rest, combined. Decide if you want to allow the aircraft to be moved from the initial location by any means other than total agreement. How will you terminate? A buy sell arrangement is often used. In case of a split, one party designates a selling price, and the other party/parties decide to buy or sell. I've never seen it come to this, but it can be a tie breaker. Think about maintenance. A big issue; one of my ventures was a 4-way deal, and two persons wanted IFR currency, and two did not. Another issue was a decision to replace the ignition system 100 % at a cost of $1300, when good certified rebuilts were available. Kind of hard to swallow if pushed down your throat. Especially for a homebuilt, who will do the maintenance, and who will double-check it? Ron Freiberger mailto: rfreiberger@swfla.rr.com ------------------------------ Date: Tue, 7 Oct 2003 10:52:59 -0700 From: "Peter Johnson" To: "KR builders and pilots" Subject: Re: KR>Looking for Wood Message-ID: <020701c38d00$be44c440$69421a45@peter> References: <002f01c38bc2$33253aa0$02fea8c0@davids> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 20 Hi David. Where are you located? I'm in Kenora, Ontario and can pick and chose between local white and pine, and white cedar at the local saw mills. I've completed a couple of boat projects using local woods and am using a lot of local white pine in my KR. Email me direct if you want. Peter Johnson Kenora, Ontario mailto:pjohnson@voyageur.ca ----- Original Message ----- From: "David Mikesell" To: "KR builders and pilots" Sent: Sunday, October 05, 2003 9:27 PM Subject: KR>Looking for Wood Okay guys and gals, I am getting ready to start on my next project ......but I am looking for a source to buy Northern White Pine, Hemlock, or Fir for the spars and fuselage ...........any sources that you have would be greatly appreciated. I have tried all the local places and the only thing around here in a 2 hour drive has only #1, which has knots in it and I need long runs for the spars, I do not wish to make scarfs if I don't have to. Any way thanks for the help. David Mikesell skyguynca@skyguynca.com www.skyguynca.com_______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 181, Issue 1 *************************************