From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 118 Date: 6/25/2004 1:59:07 PM 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. BRS .COM (robert lewis) 2. RE: lost messages? (Stephen Jacobs) 3. Re: KR structural analysis (Wesley Scott) 4. Re: BRS .COM (Barry Kruyssen) 5. RE: Widening the fuselage (Stephen Jacobs) 6. Re: intake blisters (Mark Langford) 7. N56ML (Stephen Jacobs) 8. Re: N56ML (Mark Langford) 9. RE: lost messages? (StRaNgEdAyS) 10. RE: High Alt (StRaNgEdAyS) 11. Re: lost messages? (Donald Reid) 12. RE: Speed Brake (Edward Seaman) 13. Re: lost messages? (Ron Eason) 14. widening the fuselage (Ron Smith) 15. Tips for perfect level (Ron Smith) 16. Off subject - air compressor (Jack Cooper) 17. RE: Tips for perfect level (Brian Kraut) 18. RE: Off subject - air compressor (Brian Kraut) 19. Re: Tips for perfect level (larry flesner) 20. RE: Widening the fuselage (Doug Rupert) 21. RE: Speed Brake (Doug Rupert) 22. RE: Tips for perfect level (Doug Rupert) 23. Re getting current (larry Flesher) (j stevens) 24. RE: Shrink fit prop hub on VW's? (Ron Freiberger) 25. Re: Off subject - air compressor (Ron Eason) 26. Re: Off subject - air compressor (Mark Langford) ---------------------------------------------------------------------- Message: 1 Date: Thu, 24 Jun 2004 21:03:29 -0700 (PDT) From: robert lewis Subject: KR> BRS .COM To: KRnet Message-ID: <20040625040329.24427.qmail@web40303.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii -IF THERE IS ANYONE WHO IS INTERESTED IN A CHUTE SYSTEM, TOTALLY IN-CLOSED ,SEE BRS. THEY ARE THE LEADERS IN THIS AREA __________________________________ Do you Yahoo!? Yahoo! Mail - You care about security. So do we. http://promotions.yahoo.com/new_mail ------------------------------ Message: 2 Date: Fri, 25 Jun 2004 06:49:44 +0200 From: "Stephen Jacobs" Subject: RE: KR> lost messages? To: "'KRnet'" Message-ID: <000001c45a6f$d9048bc0$5664a8c0@home> Content-Type: text/plain; charset="us-ascii" a little hood time and I'll have my BFR! ++++++++++++++++++ What is a BFR? ------------------------------ Message: 3 Date: Thu, 24 Jun 2004 23:52:57 -0500 From: "Wesley Scott" Subject: Re: KR> KR structural analysis To: "KRnet" Message-ID: <004601c45a70$4a7ba270$c600a8c0@pbrain> Content-Type: text/plain; charset="iso-8859-1" Saw the website, the analysis is lacking. It has Neil Bingham's "A Critical Analysis of the KR-2." ( http://web.cuug.ab.ca/~cartera/krspecs.html ) Most of the five page article is a rant on keeping the gross weight of the plane down to 800 pounds. The calculated stresses section consists of a statement that at 900 pounds gross Neil did not find anything that would fail under +/- 7Gs followed by a discussion of the capacity of the landing gear and +the modification he made to it. He provides equations and numbers for the landing gear analysis. As for the existence of a structural analysis, Bill Marcy did one for the KR-2 spruce structure. Jeanette has the copyright. She doesn't want to make modifications easy because she is selling the parts and plans for the "as designed" plane; therefore, she doesn't provide the analysis as part of the plans set. Given Mark's current seatbelt concerns, has anyone considered where the longerons are going to fail when you fly into the obstacle that creates a 20G load on the seatbelt. Is adding extra width to the cockpit going to change where they fail? Would it be desirable to add some diagonal bracing between the longerons to control where the failure occurs so you don't end up with an engine in your lap? -- wesley scott kr2@spottedowl.biz ----- Original Message ----- From: "cartera" To: "KRnet" Sent: Thursday, June 24, 2004 1:52 PM Subject: Re: KR> KR structural analysis > Hello KRnetters, > You want to see analysis, take a look at my web site ;). > > larry severson wrote: > > >At 05:47 PM 6/23/2004 -0400, you wrote: > > > > > >>Did you ask her why you can't get the complete analysis? Can you get > >>any part of the analysis? > >> > >> > > > >The KR is a radio control model scaled up to one carrying people. It > >was not "engineered" at any time. The critical factor in the design > >is the wing > >spars vs the weight and G loading. Calculation of this information is > >fairly trivial with formulas in many book, including at least one > >high school physics book by Saxon Publishing. > > > >Of course, another factor is having a strong enough front end to > >support the chosen engine. > > > >Bottom line, don't waste time looking for a structural analysis - it > >doesn't exist, at least not from Rand Robinson and Jeanette isn't > >trained to do one. > > > Adrian VE6AFY > Mailto:cartera@cuug.ab.ca > http://www.cuug.ab.ca/~cartera > ------------------------------ Message: 4 Date: Fri, 25 Jun 2004 14:33:26 +1000 From: "Barry Kruyssen" Subject: Re: KR> BRS .COM To: "KRnet" Message-ID: <027601c45a73$80da1010$4700a8c0@T1W419b> Content-Type: text/plain; charset="iso-8859-1" I looked at the BRS Chutes at http://brsparachutes.com but they are 50% dearer than the GRS Chutes and from all reports they both work and neither has had a failure. Also there is no local agent for the BRS in Australia and at the time the exchange rate made them nearly double the price. The BRS is 2kg lighter. Anyway each to his own :-) Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://users.tpg.com.au/barryk/KR2.htm ----- Original Message ----- From: robert lewis To: KRnet Sent: Friday, June 25, 2004 2:03 PM Subject: KR> BRS .COM -IF THERE IS ANYONE WHO IS INTERESTED IN A CHUTE SYSTEM, TOTALLY IN-CLOSED ,SEE BRS. THEY ARE THE LEADERS IN THIS AREA __________________________________ Do you Yahoo!? Yahoo! Mail - You care about security. So do we. http://promotions.yahoo.com/new_mail _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 5 Date: Fri, 25 Jun 2004 11:40:12 +0200 From: "Stephen Jacobs" Subject: RE: KR> Widening the fuselage To: "'KRnet'" Message-ID: <000001c45a98$6acc28b0$ce64a8c0@home> Content-Type: text/plain; charset="us-ascii" but a little extra room would have been nice in my case, for all that junk that needs to hang off the firewall like oil cooler and filter. I'd make the firewall wider too........ +++++++++++++++++++++++++++++++ I visited the site and noted blisters for the induction tubes - when did they disappear. Did you change the induction arrangement on the engine? Steve J ------------------------------ Message: 6 Date: Fri, 25 Jun 2004 06:20:15 -0500 From: "Mark Langford" Subject: Re: KR> intake blisters To: "KRnet" Message-ID: <005c01c45aa6$63e835d0$5e0ca58c@net.tbe.com> Content-Type: text/plain; charset="iso-8859-1" Steve Jacobs wrote: > I visited the site and noted blisters for the induction tubes - when > did they disappear. Did you change the induction arrangement on the > engine? The blisters disappeared when I chopped the intake manifold's carb mount flanges down about 3/4" and welded aluminum bends directly to the heads. I'm not sure if I'd do it that way again though. What I'd do (and may still do eventually) is mill the manifold flat, weld on a new aluminum flange, flange the tube also, and bolt the two together again. I think I could do that and only gain about a quarter inch in height over what I have now, and the cowling would still fit fine. That story is at http://home.hiwaay.net/~langford/corvair/intake.html . And I'd also like to flange it so that I can try different manifold designs to see what's best, such as the type where the down tube is part of a tee, like GPASC sells for it's VW applications. I'm in the midst of ditching the Weber and replacing it with an Ellison, which I hope to get in the mail today, so I'll be welding up a new lower manifold this weekend. I'm making progress, and I'm starting to see the light at the end of the tunnel... Mark Langford, Huntsville, AL N56ML at hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Message: 7 Date: Fri, 25 Jun 2004 13:49:50 +0200 From: "Stephen Jacobs" Subject: KR> N56ML To: "'KRnet'" Message-ID: <000001c45aaa$8982d710$2264a8c0@home> Content-Type: text/plain; charset="us-ascii" Mark I plan to follow your method for skinning the outer wing panels - i.e. to have a true composite sandwich between the spars and fully bonded to both spars. In my case, the same deal for the D box (as you did with your centre section LE). I was surprised to note that you have no intermediate ribs between the spars in the outer section. You have gone to great lengths to ensure a sound bond between the spars and both inner and outer layer of the wing skins, in particular the top skin - you are obviously comfortable that this arrangement will transfer all the flight loads for and aft to the respective spars without the need for any columns other than the ribs at the root and tip. The three 2" poly U ribs (as per the plans) will have a significant contribution in their compressive capacity (when some clown sits on the wing) but you have addressed that via a pretty robust sandwich skin. Question in my mind is how much these 3 ribs contribute in their tensile capacity. With some 60 sq" each (2 x 30) there is a total of 180 sq inches additional support area (compr and tensl) from these 3 ribs. I have not thought this through yet, but I will probably face the (3) ribs with a glass skin that develops into a flange and look for a good bond with the skin - at least on the top. 8 ounce cloth with resin - total 1lb per square meter - the weight penalty will be negligible - maybe 2lbs. I expect you have thought about this - hopefully you have a moment to comment. Steve J ------------------------------ Message: 8 Date: Fri, 25 Jun 2004 07:07:01 -0500 From: "Mark Langford" Subject: Re: KR> N56ML To: "KRnet" Message-ID: <006d01c45aac$ec740e00$5e0ca58c@net.tbe.com> Content-Type: text/plain; charset="iso-8859-1" > I was surprised to note that you have no intermediate ribs between the > spars in the outer section. A lot of people are suprised about the missing ribs. They do contribute a lot, and I wouldn't hesitate to put them in if I were you, especially considering the minimal weight. Being carbon fiber, my wings are really tough, and the two spars are tied together with a piece of quarter inch plywood at the tip (the template), not to mention all of the double skin, so I'm not worried about mine at all. But by all means, put the ribs in... Mark Langford, Huntsville, AL N56ML at hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Message: 9 Date: Fri, 25 Jun 2004 22:16:08 +1000 From: "StRaNgEdAyS" Subject: RE: KR> lost messages? To: Message-ID: <40DC1788.000003.02628@motherfucker> Content-Type: Text/Plain; charset="iso-8859-1" I appear to be loosing messages too, I think I have had four posts disappear in the last 2 days, one message was sent twice and still no appearance. Cheers. Peter Bancks strangedays@dodo.com.au http://www.homebuiltairplanes.com http://canardaviationforum.dmt.net ------------------------------ Message: 10 Date: Fri, 25 Jun 2004 22:26:24 +1000 From: "StRaNgEdAyS" Subject: RE: KR> High Alt To: Message-ID: <40DC19F0.00000A.02628@motherfucker> Content-Type: Text/Plain; charset="iso-8859-1" This is attempt #4 to get this message up. I hope by now I have made sufficient sacrifice to the gods of cyberspace and it makes it through this time. Hey there all. Yes, I was in error! I have below an answer to this question given to me by a friend of mine. I hope you all find it as helpful as I did. "An airplane, in order to fly, understands only one thing, dynamic pressure. Regardless of what the air does, the aircraft only understands the amount of mass of air that is traveling across its surfaces. Mathematically, dynamic pressure is expressed as: Q = .5 x (rho) x (Velocity)squared where rho is the air density. In an aircraft, dynamic pressure is simply the INDICATED airspeed. The pitot system and airspeed instrumentation will give you the correct indication of performance, regardless of density altitude. If you fly at INDICATED airspeed, you should be able to stay out of trouble. Now, there is also a secondary effect, but that would require more explanation than what I wish to spend time on here. In short though, this effect results in a non-intuitive shift in the best rate and angle of climb speeds - the speeds actually decrease a bit. This means that when you are climbing out on a hot day, if you have clearance issues you will have to actually slow down a hair to get the most performance out of your airplane. But when doing so, keep in mind that your INDICATED stall speed is still the same!!!! By slowing down you may get to a better rate of climb but you are also closer to stalling. As such, to operate here requires a good familiarity with your airplane and very precise speed control. Personally though, I would not recommend this unless it is absolutely necessary. I prefer more power in my airplane so that this is not an issue. If I'm flying an airplane with less power than necessary to get the needed amount of performance, it is then probably better to stay on the ground until the weather cools off. As far as the rotation is concerned, ground effect is only a result of the airplane's geometry and the wing's proximity to the ground, not density altitude. When the wing nears the runway, the surface reflects the wing's downwash, directing it more horizontal. This reduces the angle of attack of the flow over the horizontal tail, thus decreasing the amount of lift it generates. At higher density altitude, the horizontal, like the wing, is affected by the air's density and thus the surface's capability to develop lift is reduced. However, this too just boils down to "Q" and indicated airspeed." Thanks to Bill Husa from Orion Technologies. Cheers. Peter Bancks. strangedays@dodo.com.au http://www.homebuiltairplanes.com http://canardaviationforum.dmt.net ------------------------------ Message: 11 Date: Fri, 25 Jun 2004 09:32:42 -0400 From: Donald Reid Subject: Re: KR> lost messages? To: KRnet Message-ID: <6.1.0.6.2.20040625092907.01c359b8@pop.erols.com> Content-Type: text/plain; charset="us-ascii"; format=flowed At 08:56 PM 6/24/2004, you wrote: >I replied this morning that I have an average of 1 or 2 messages per >week that go astray and never appear again, but that message never made >it either! No one has mentioned a really strange aspect of this. I was going to reply to a message that I read in the preview screen of my Eudora e'mail program. When I clicked on the reply icon, the displayed message was entirely different than that which was shown in the preview screen. Don Reid - donreid "at" erols.com Bumpass, Va Visit my web sites at: AeroFoil, a 2-D Airfoil Design And Analysis Computer Program: http://www.eaa231.org/AeroFoil/index.htm KR2XL construction: http://users.erols.com/donreid/kr_page.htm Aviation Surplus: http://users.erols.com/donreid/Airparts.htm EAA Chapter 231: http://eaa231.org Ultralights: http://usua250.org VA EAA State Fly-in: http://vaeaa.org ------------------------------ Message: 12 Date: Fri, 25 Jun 2004 14:39:26 +0100 (BST) From: Edward Seaman Subject: RE: KR> Speed Brake To: KRnet Message-ID: <20040625133926.58357.qmail@web25302.mail.ukl.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 mounting it from the front spar is fine, but mounting it from the rear spar has the added benefit of pitching the nose down a little to give you better visibility. >>>>> Mounting the speed brake further fwd has advantages: = more space for a longer brake. = wee bit more height on a tail dragger = thicker wing to work with. If these are of any value, move it to the big spar. As regards changing the pitch angle - this is obviously a highly desirable effect, but it is not an aerodynamic reaction to the speed brake or where the speed brake is located. The lower nose is a consequence of increased drag - no matter where the drag source is located(flap /brake /spoiler /parachute)- even on top of the wing for that matter. A windmilling propeller has exactly the same effect (steeper glide) - we have seen a turbo Porter with the propeller in B range - now that is getting the speed brake really far forward - it comes down like an elevator. The attitude (pitch) that the aircraft asumes in the glide (or mapproach) is a function of maintaining the speed you require under a particular power /drag configuration. If you add drag (and do not add power to compensate) the bird will slow up unless you add something else to keep it moving at the required speed - i.e. lower the nose for a steeper down hill ride. I am very aware of this (on appraoch) when deciding when to push the propellers through to full fine - the VSI shows the extra drag immediately and the nose needs to be lowered to stay north of the blue line. The propellers are well fwd of the front spar. ___________________________________________________________ALL-NEW Yahoo! Messenger - sooooo many all-new ways to express yourself http://uk.messenger.yahoo.com ------------------------------ Message: 13 Date: Fri, 25 Jun 2004 09:38:03 -0500 From: "Ron Eason" Subject: Re: KR> lost messages? To: "KRnet" Message-ID: <001d01c45ac2$05e622a0$6501a8c0@CADENGINEERING> Content-Type: text/plain; charset="iso-8859-1" Count me in also, I've sent messages w/o see them posted. KRron ----- Original Message ----- From: "StRaNgEdAyS" To: Sent: Friday, June 25, 2004 7:16 AM Subject: RE: KR> lost messages? > I appear to be loosing messages too, > I think I have had four posts disappear in the last 2 days, one > message was > sent twice and still no appearance. > Cheers. > Peter Bancks > strangedays@dodo.com.au > http://www.homebuiltairplanes.com http://canardaviationforum.dmt.net > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ------------------------------ Message: 14 Date: Fri, 25 Jun 2004 10:08:27 -0700 (PDT) From: Ron Smith Subject: KR> widening the fuselage To: krnet@mylist.net Message-ID: <20040625170827.88045.qmail@web81709.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii Sorry for the poor typing on the last post, I hit the send button before checking. So I guess to have nice lines, I need to know what the demensions of the front of the cowl will be and then take that back to the widest part of the fuselage, in a continuous curve. That should determine the width of the firewall, correct? With a corvair, does anyone have any numbers on the front of the cowling? Mark? ------------------------------ Message: 15 Date: Fri, 25 Jun 2004 10:22:18 -0700 (PDT) From: Ron Smith Subject: KR> Tips for perfect level To: krnet@mylist.net Message-ID: <20040625172218.97824.qmail@web81707.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii I want my plane to be a perfectly level, straight, and symmetrical, as possible, so before I began construction I bought a rotatable laser level and a smart tool I built my table as level as I could but couldn't help but notice looking down the 16 ft of particle board, slight undulations. My answer is to set up my laser shoot down the top of the longeron, and check with a piece of white cardboard how level and straight the longeron is. I should be able to shim it to within near perfect. As perfect as a laser that is. I can do the same with the verticals and the bottom longeron as well. Is this too anal? Well I figure we have the technology why not use it? I will be taking some pictures, but I don't know when I'll be able to post them. ------------------------------ Message: 16 Date: Fri, 25 Jun 2004 14:13:03 -0400 From: "Jack Cooper" Subject: KR> Off subject - air compressor To: "Corvair engines for homebuilt aircraft" , "KR builders and pilots" Message-ID: <410-22004652518133171@earthlink.net> Content-Type: text/plain; charset=US-ASCII My air compressor is about 20 years old and seems to work fine except I'm getting excessive amounts of moisture through the tools. Is there a good system for removing the moisture from the air? Is my compressor just too old? would a compressor overhall help the problem? I drain the tank and separator often, but not every day. Jack Cooper kr2cooper@earthlink.net Why Wait? Move to EarthLink. ------------------------------ Message: 17 Date: Fri, 25 Jun 2004 14:32:13 -0400 From: "Brian Kraut" Subject: RE: KR> Tips for perfect level To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" You want anal, I spent 45 minutes seting up a chop saw to make my vertical spar spacers exactly square and within 4 thousandths of an inch of each other in length. I have also have my spar caps correct to within a few thousandths. That is what happens when you learn in a machine shop, not a wood shop. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Ron Smith Sent: Friday, June 25, 2004 1:22 PM To: krnet@mylist.net Subject: KR> Tips for perfect level I want my plane to be a perfectly level, straight, and symmetrical, as possible, so before I began construction I bought a rotatable laser level and a smart tool I built my table as level as I could but couldn't help but notice looking down the 16 ft of particle board, slight undulations. My answer is to set up my laser shoot down the top of the longeron, and check with a piece of white cardboard how level and straight the longeron is. I should be able to shim it to within near perfect. As perfect as a laser that is. I can do the same with the verticals and the bottom longeron as well. Is this too anal? Well I figure we have the technology why not use it? I will be taking some pictures, but I don't know when I'll be able to post them. _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 18 Date: Fri, 25 Jun 2004 14:36:20 -0400 From: "Brian Kraut" Subject: RE: KR> Off subject - air compressor To: , "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" You need a good external air filter/water separator. I use this one and it works great. http://www.harborfreight.com/cpi/ctaf/Displayitem.taf?itemnumber=1118 I use an inline dessicant air dryer also for painting. A brand new compressor is going to make as much moisture as an old one. The water vapor is in the air before it is compressed and will condense out after it is compressed regardless of what compressor you use. An old oil filled compressor will give you more oil in the air, but the same amount of water as a new one. Obviously, you will notice more water on humid days also. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Jack Cooper Sent: Friday, June 25, 2004 2:13 PM To: Corvair engines for homebuilt aircraft; KR builders and pilots Subject: KR> Off subject - air compressor My air compressor is about 20 years old and seems to work fine except I'm getting excessive amounts of moisture through the tools. Is there a good system for removing the moisture from the air? Is my compressor just too old? would a compressor overhall help the problem? I drain the tank and separator often, but not every day. Jack Cooper kr2cooper@earthlink.net Why Wait? Move to EarthLink. _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 19 Date: Fri, 25 Jun 2004 13:43:40 -0500 From: larry flesner Subject: Re: KR> Tips for perfect level To: KRnet Message-ID: <3.0.6.32.20040625134340.008a0e60@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >My answer is to set up my laser shoot down the top of the longeron, and check with a piece of white cardboard how level and straight the longeron is. I should be able to shim it to within near perfect. As perfect as a laser that is. I can do the same with the verticals and the bottom longeron as well. >Is this too anal? Well I figure we have the technology why not use it? +++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Close is good enough. Each KR is a "one up" aircraft. Any part you install need only fit in that location and has no relationship to anything else (another KR). Good joints are a must and the airplane must be built (rigged) true to fly correctly but beyond that don't worry about perfection. Use whatever tools it takes to make the job easier. Larry Flesner ------------------------------ Message: 20 Date: Fri, 25 Jun 2004 14:48:14 -0400 From: "Doug Rupert" Subject: RE: KR> Widening the fuselage To: "'KRnet'" Message-ID: <004301c45ae4$fc171130$a46cd1d8@office> Content-Type: text/plain; charset="us-ascii" Go with a rotary and you got room and power to burn. Doug -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Stephen Jacobs Sent: Friday, June 25, 2004 5:40 AM To: 'KRnet' Subject: RE: KR> Widening the fuselage but a little extra room would have been nice in my case, for all that junk that needs to hang off the firewall like oil cooler and filter. I'd make the firewall wider too........ ------------------------------ Message: 21 Date: Fri, 25 Jun 2004 14:48:15 -0400 From: "Doug Rupert" Subject: RE: KR> Speed Brake To: "'KRnet'" Message-ID: <005001c45ae5$17377ea0$a46cd1d8@office> Content-Type: text/plain; charset="us-ascii" The only problem mounting the speed brake at forward spar location would be for those that would like to bury their navigation antennas in that location which is an ideal location (short run to the radios, lack of shielding metal in immediate area as is the case with the rear spar for those running flaps, exact center of aircraft for accurate navigational functions). For those using conventional antennas this is not a problem but given the power band we have to work with, any and all reduction in drag will greatly manifest itself in performance. Doug Rupert Simcoe ontario ------------------------------ Message: 22 Date: Fri, 25 Jun 2004 15:03:11 -0400 From: "Doug Rupert" Subject: RE: KR> Tips for perfect level To: "'KRnet'" Message-ID: <006601c45ae7$100b0780$a46cd1d8@office> Content-Type: text/plain; charset="us-ascii" Brian: I have a step father who is a machinist and he drives me nuts when he's doing a job. Usually I just walk away but every once in a while I move him out of the way, knock off the part, throw it on the bench and crack open a couple of beers. Doug -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Brian Kraut Sent: Friday, June 25, 2004 2:32 PM To: KRnet Subject: RE: KR> Tips for perfect level That is what happens when you learn in a machine shop, not a wood shop. Brian Kraut Engineering Alternatives, Inc. www.engalt.com ------------------------------ Message: 23 Date: Fri, 25 Jun 2004 14:18:29 -0500 From: j stevens Subject: KR> Re getting current (larry Flesher) To: krnet@mylist.net Message-ID: <40DC7A85.1000602@usfamily.net> Content-Type: text/plain; charset=us-ascii; format=flowed Larry wrote: are a piece of cake. I've managed to make two "perfect" three pointers in the last few hours in the KR. They weren't intentional but happened when I flared a foot or two too high and held it off when it started to settle. I guess that proves it can be done but I had little if any wind. The visibility over the nose is near zero at that point so a three pointer is not as comfortable as a smooth tail low wheel landing. With any crosswind I'll do wheel landings and then plant in on with forward stick. Larry I went through the same response about low visibility in three point configuration. The thing that made the world of difference was just to slip all my approaches all the way through round-out. At first its a lot to remember but after a short time it becomes second nature. In fact I will now slip any bird I fly in approach just because it gives such a good view of the runway. In the beginning I just practiced approach and round-out slip at altitude until I got the feel of how she responds. Btw the craft become very pitch sensitive in a slip so an extra lite touch is required on the stick. Ps I should have my thrown plug head all welded up and machined today so I will be joining you in the air soon. best wishes Joel ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Message: 24 Date: Fri, 25 Jun 2004 14:40:34 -0500 From: "Ron Freiberger" Subject: RE: KR> Shrink fit prop hub on VW's? To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" That would have been easier if the crank had been COLD. Put it in your wife's freezer, but don't get caught. Ron Freiberger mailto: rfreiberger@swfla.rr.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Dan Heath Sent: Wednesday, June 09, 2004 4:14 PM To: krnet@mylist.net Subject: Re: KR> Shrink fit prop hub on VW's? I had a prop hub on my 1835 Gilbert Duty VW engine. I had to heat it up in the kitchen oven and take a torch to the crank to get it warm, just warm. I took it out of the oven and ran downstairs as fast as I could and beat it on with a soft ended hammer. See N64KR at http://KR-Builder.org - Then click on the pics "There is a time for building and a time for flying, and the time for building has long since expired." Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org www.krnet.org/info.html _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 25 Date: Fri, 25 Jun 2004 15:20:44 -0500 From: "Ron Eason" Subject: Re: KR> Off subject - air compressor To: , "KRnet" Message-ID: <017101c45af1$e53a7c10$6501a8c0@CADENGINEERING> Content-Type: text/plain; charset="iso-8859-1" No it's not to old if it works. All you need is a dead leg moisture trap with a drain valve or a air colessifier [chemical dryer/ filter]. Check the bottom of your compressed air tank for a drain valve, it should have one, drain the moisture from the tank. KRron ----- Original Message ----- From: "Jack Cooper" To: "Corvair engines for homebuilt aircraft" ; "KR builders and pilots" Sent: Friday, June 25, 2004 1:13 PM Subject: KR> Off subject - air compressor > My air compressor is about 20 years old and seems to work fine except I'm getting excessive amounts of moisture through the tools. Is there a good system for removing the moisture from the air? Is my compressor just too old? would a compressor overhall help the problem? I drain the tank and separator often, but not every day. > > > Jack Cooper > kr2cooper@earthlink.net > Why Wait? Move to EarthLink. > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > ------------------------------ Message: 26 Date: Fri, 25 Jun 2004 16:00:59 -0500 From: "Mark Langford" Subject: Re: KR> Off subject - air compressor To: "KRnet" Message-ID: <006c01c45af7$84c98dc0$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" I'm sure there's a diagram somewhere on the web, but the gist of it is: 1) drain it at the tank bottom, which I'm sure you've done (as suggested already). I leave mine cracked just enough for it to drip a drop every once in a while, just in case I forget to do it for a while. 2) run a horizontal line as far as possible from the compressor to allow moisture to condense, giving it a slight downhill tilt so the water will run to the inline "water separator" that you can get for $20 or so from Harbor Freight 3) drain it regularly 4) if you're going to paint with it, buy one of those little "one shot" desiccated plastic air filters that screw in between your paint gun and the air nipple as a last ditch filter to catch what little moisture makes it past the water separator (about $5, and worth it). My air system consists of a 12' long piece of 1" diameter PVC pipe fastened to the wall with an air filter/separator on the end, with a two way elbow and a quick disconnect on the end of that, with more pipe running vertically from there to the ceiling and to other locations in the shop. Copper would be even better, since cooling the air is the goal. At the paint booth at work we have a compressor sitting up on a wooden stand (to elevate it) and has a coiled copper cooling pipe running out and down to the quick disconnect (it looks like a moonshine still). There's a little fan blowing on it to cool it off, and a water trap/separator/filter to catch the water. Obviously set up by engineers, but you get the point... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 118 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================