From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 23 Date: 4/12/2004 3:49:01 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. Stick angles (Steve and Lori McGee) 2. RE: Elevator Mass Balance mounting / Bingelis (Serge F. Vidal) 3. RE: Sandpaper in lengths (Wood, Sidney M.) 4. Re: AS504x airfoil (Donald Reid) 5. oil leak (ray) (j stevens) 6. Re: @SPAM++++++++ RE: KR> Elevator Mass Balance mounting / Bingelis (gleone) 7. Re: Cams & turbocharging (Ron Eason) 8. aileron balance arm (larry severson) 9. Goldwing engine/was fighter-like handling (Oscar Zuniga) 10. Re: Cockpit modifications (Eduardo Iglesias) 11. Re: oil leak (ray) (Ray Fuenzalida) 12. 2 pitot questions (Dene Collett (SA)) 13. CONTROL SURFACES (Larry A Capps) 14. Re: Goldwing engine/was fighter-like handling (Marty Hammersmith) 15. Re: Goldwing engine/was fighter-like handling (Dennis Mingear) 16. CONTROL SURFACES (Larry A Capps) 17. Re: Goldwing engine/was fighter-like handling (idrawtobuild@ncinternet.net) 18. Re: 2 pitot questions (Dan Heath) 19. Re: 2 pitot questions (Ron Eason) 20. Re: CONTROL SURFACES (Ron Eason) 21. RE: Goldwing engine/was fighter-like handling (Doug Rupert) 22. Re: AS504x airfoil (Ronald Metcalf) ---------------------------------------------------------------------- Message: 1 Date: Sun, 11 Apr 2004 23:01:13 -0500 From: "Steve and Lori McGee" Subject: KR> Stick angles To: Message-ID: <000e01c42042$cc086890$0202a8c0@lori8v5h2xi9m3> Content-Type: text/plain; charset="iso-8859-1" Designers: I know the manual covers the suggested angles that the ailerons and elevator need to move themselves, but does anyone know the angle or degrees the stock design from neutral to full aileron the STICK has to move? Same for the elevator. In the design I am working on I plan on ailerons to be full at 20 degree stick, and elevator at 20 degree down stick and 30 degree up stick. Was wondering how that compares for the "touchy" plans design? I guess that works out to be 1 for 1 on degrees moved. Found an old post that some one did 30 degrees at full aileron on their modifications, but don't know if I would have enough room for my legs at that! Steve McGee Endeavor Wi. USA Building a KR2S widened. lmcgee@maqs.net ------------------------------ Message: 2 Date: Mon, 12 Apr 2004 11:07:43 +0100 From: "Serge F. Vidal" Subject: RE: KR> Elevator Mass Balance mounting / Bingelis To: "'KRnet'" Message-ID: <000901c42076$0028a530$2c0101c0@ate.com> Content-Type: text/plain; charset="us-ascii" Here is the link to Old Tony's articles.... http://members.eaa.org/home/homebuilders/authors/bingelis/ ... and the one about flutter. http://members.eaa.org/home/homebuilders/authors/bingelis/How%20to%20Mass%20 Balance%20Control%20Surfaces.html#TopOfPage Serge Vidal KR2 ZS-WEC - Taildragger, VW powered (2.4 liter, dual electronic ignition) - Total aircraft time: 390h - Aircraft hangared at: Orleans, France - Pilot moaning in: Tunis, Tunisia E-mail: serge.vidal@ate-international.com I wish I could find the URL to the original articles by Mr. Bingelis who (in my opinion) does know what he is talking about. In the interim, this extract from one of two articles (by Tony) that I have on the topic. I do not remember any copyright restrictions - I tend to look for and respect such warnings. please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 3 Date: Mon, 12 Apr 2004 08:16:53 -0400 From: "Wood, Sidney M." Subject: RE: KR> Sandpaper in lengths To: "KRnet" Message-ID: Content-Type: text/plain; charset="iso-8859-1" Aircraft Spruce sells self-stick sandpaper in 3-inch by 15 foot rolls in silicon carbide or garnet in three grits for about $8 a roll. I am continually amazed that people persist in attempting to build a plans-built experimental aircraft and not refer to Wicks or Aircraft Spruce catalogs. I know, these companies don't carry everything, but they are getting close to all you need. Sid Wood KR-2 N6242 Mechanicsville, MD sidney.wood@titan.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Mark Jones Sent: Thursday, April 08, 2004 7:53 PM To: KRnet Subject: Re: KR> Sandpaper in lengths There is an ACE Hardware close to me which is like a super store. They have 15' (if I remember correctly) long rolls by 4" wide which is self sticking. I could not believe it when I found this since I had been looking for some time for some. I will be purchasing some this week in order to sand my wings. I think it was about $18 for the roll. 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: "Bob Stone" To: "KR builders and pilots" Sent: Thursday, April 08, 2004 6:20 PM Subject: KR> Sandpaper in lengths > Builders, one of the problems I encountered while building was > where to get sandpaper in long strips to put on a long board for sanding the foam on wings mostly. I have never seen long strips of it in any of the hardware outlets in my area, however I just recrived a catalog from a company that sells sandpaper in almost every configuration there is, including long strips. They say on the front of their catalog, they ship on the same day they get the order providing they get it before 12:00 Noon. I hope this information will be of help to some of you. > > A & H Abrasives > 1108 North Glenn Road > Casper, Wyoming, 82601 > Phone: 1-800-831-6066 > FAX: 1-307-237-4122 > > Bob Stone, Harker Heights, Tx > rstone4@hot.rr.com ------------------------------ Message: 4 Date: Mon, 12 Apr 2004 09:46:21 -0400 From: Donald Reid Subject: Re: KR> AS504x airfoil To: KRnet Message-ID: <6.1.0.6.2.20040412092739.01c3e5f8@pop.erols.com> Content-Type: text/plain; charset="us-ascii"; format=flowed At 09:57 PM 4/11/2004, you wrote: > > "Ronald Metcalf" writes: > > The AS504x airfoil sections appear to be a big improvement over the > > RAF48. I am interested in the strange "tuck" underneath the trailing > > edge - the last few mm seem to droop down leaving a > > concave area right at the back (underneath). That trailing edge cusp does several different things. When comparing to a related airfoil without the cusp, the coefficient of lift will be higher at a given angle of attack, the pitch moment will be more negative, and the boundary layer separation will tend to stay closer to the trailing edge. The maximum coefficient of lift of the two different airfoils will be approximately the same, but the cusped airfoil will reach it at a lower angle of attack. All of these parameters are compromises that affect the overall design of the airplane. It can be an acceptable airfoil for a wing root but will be a poor choice for a control surface. Aileron control forces will be high. It is a less than optimum choice for an airfoil that is intended to be laminar over a wide range angle of attack. 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: 5 Date: Mon, 12 Apr 2004 10:35:29 -0500 From: j stevens Subject: KR> oil leak (ray) To: krnet@mylist.net Message-ID: <407AB741.2080100@usfamily.net> Content-Type: text/plain; charset=ISO-8859-1; format=flowed Hi Ray I am flying the VW 1915.The oil leak I was referring to was at the push rods. I had the double nut lock type after market rod covers but they always required adjustment and leaked. I replaced them with spring loaded ones that are a snap to install and do not leak a drop of oil, and since they are spring loaded they need no adjustments. Joel ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Message: 6 Date: Mon, 12 Apr 2004 10:14:05 -0600 (Mountain Standard Time) From: "gleone" Subject: Re: @SPAM++++++++ RE: KR> Elevator Mass Balance mounting / Bingelis To: , Message-ID: <407AC04D.000001.02852@YOUR-FD6NVJCER4> Content-Type: Text/Plain; charset="iso-8859-1" I couldn't get the second link to work but found an interesting one here: http://www.fly-imaa.org/imaa/hfarticles/howto/v6-1-36.html Gene Leone, Worland, Wyoming Why is Chelsea Clinton so homely? Because Janet Reno is her real father. -------Original Message------- From: serge.vidal@ate-international.com; KRnet Date: 04/12/04 04:09:34 To: 'KRnet' Subject: @SPAM++++++++ RE: KR> Elevator Mass Balance mounting / Bingelis Here is the link to Old Tony's articles.... http://members.eaa.org/home/homebuilders/authors/bingelis/ ... and the one about flutter. http://members.eaa.org/home/homebuilders/authors/bingelis/How%20to%20Mass%20 Balance%20Control%20Surfaces.html#TopOfPage Serge Vidal KR2 ZS-WEC - Taildragger, VW powered (2.4 liter, dual electronic ignition) - Total aircraft time: 390h - Aircraft hangared at: Orleans, France - Pilot moaning in: Tunis, Tunisia E-mail: serge.vidal@ate-international.com I wish I could find the URL to the original articles by Mr. Bingelis who (in my opinion) does know what he is talking about. In the interim, this extract from one of two articles (by Tony) that I have on the topic. I do not remember any copyright restrictions - I tend to look for and respect such warnings. please see other KRnet info at http://www.krnet.org/info.html _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 7 Date: Mon, 12 Apr 2004 11:46:55 -0500 From: "Ron Eason" Subject: Re: KR> Cams & turbocharging To: "KRnet" Message-ID: <001301c420ad$c3f4d510$6501a8c0@Administration> Content-Type: text/plain; charset="iso-8859-1" With all that has been said about turbo or supercharging charging one of the most critical things one should do is flow test the heads to see if the gasses can pass through at the higher gas volumes produced. Ron ----- Original Message ----- From: "Colin & Bev Rainey" To: "KRnet" Sent: Sunday, April 11, 2004 7:27 PM Subject: KR> Cams & turbocharging > Orma & netters > At one time when I was drag racing in street and stock classes, I > was studying about the feasibility of turbo or supercharging, especially when a buddy had a '56 Chevy truck with a B&M street blower or supercharger, pushing about 16# of boost according to the panel gauge. He always had a cutting out/popping back problem due to leaning out during actual acceleration. He had the hardest time understanding the dynamics of how actual acceleration involved more factors than sitting static during a burnout.. In the course of studying to understand his situation I came across a test performed by B&M where they used several different cams in the same engine and performed dyno tests to see which worked best. They found that the most dramatic differences in performance increase were made when a cam altered for the artificial aspiration, supercharging, was used. The typical long duration, high lift cams used for most normally aspirated hotrods actually performed at or even below stock cams. They reasoned that the large overlap of the valves caused too much of the air/fuel mix to be pushed out of the exhaust valve and not retained in the cylinder. The cam was designed to help overcome the lack of efficiency of the engine in order to increase its "breathing". With the supercharger this was not necessary, since the blower was providing over 100% of the CFMs capable from the engine to start with. Simply stated the cam needed to help the blower provide more power, by delaying the closing so that more air could be packed in, instead of trying to assist it in moving more air from outside. They found the best cams were cut with this in mind and were quite different from the traditional stock or performance cams. Another interesting fact they discovered was that even though the boost numbers were high with the stock and performance cams, all the pressure was remaining in the intake, not getting into the cylinder. When they changed the cam to one designed more for the blower, the boost number went down, but torque and horsepower went up. Literally more air was being packed into the cylinder, not just into the intake. > Also something to consider when selecting your turbo: choose one > where the CFMs are higher, not necessarily the pressure capability is high. Especially since you are wanting to add performance over the entire range and extract more horsepower from the engine, you are best to have a turbo that can move alot of air, not one that just makes pressure. Racers have found that high boost numbers are not the whole story. Lowering the boost pressure, but increasing the volume of air delivered to the intake manifold actually puts more air into the cylinder without elevating the intake air temperature as much due to the lower amount of "squeezing". This reduces the possibility of detonation. Orma you may also want to install a blow off valve protection on the intake manifold to prevent over pressurizing, and also consider some form of spark retard at lower RPMs, while under boost, the same as the 2300 motor in the Mustang has. The engine can't tolerate these pressures for long periods in the lower RPMs and will lead to piston, rod or crankshaft failure eventually. > > Colin & Bev Rainey > KR2(td) N96TA > Sanford, FL > crainey1@cfl.rr.com > or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.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: 8 Date: Mon, 12 Apr 2004 10:38:34 -0700 From: larry severson Subject: KR> aileron balance arm To: KRnet Message-ID: <5.2.1.1.0.20040412103633.02830378@pop-server.socal.rr.com> Content-Type: text/plain; charset="us-ascii"; format=flowed The book shows the aileron balance arm going forward right at the bottom of the aileron. Has anyone dropped it lower to remove the need to cut into the wing during aileron movement? Did it cause any problems? Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Message: 9 Date: Mon, 12 Apr 2004 13:14:17 -0500 From: "Oscar Zuniga" Subject: KR> Goldwing engine/was fighter-like handling To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Rupert writes- >I have a meeting with Bill Kirkland set up for the >upcoming week to inspect his project to see if it suits my needs. If not >then I'll be starting from plans Where are you located? There is a KR in the boat stage, also has wing spars, available here in Texas. >I've investigated the possibility of a Honda Goldwing motorcycle engine >complete with transmission to serve as PRSU There is an article on this conversion in a back issue of Contact! magazine, Issue 12 at http://www.contactmagazine.com/backissu.html , but I suspect this is where you got the idea to begin with. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get rid of annoying pop-up ads with the new MSN Toolbar – FREE! http://toolbar.msn.com/go/onm00200414ave/direct/01/ ------------------------------ Message: 10 Date: Mon, 12 Apr 2004 09:47:10 -0300 From: "Eduardo Iglesias" Subject: Re: KR> Cockpit modifications To: "KRnet" Message-ID: <000201c420be$dbc01450$65bc3fc8@iglesias> Content-Type: text/plain; charset="iso-8859-1" Hi The cushion you have under your ass is the defense of your spine! ----- Original Message ----- From: "Ross Youngblood" To: "Graham & Ruth Strout" ; "KRnet" ; Sent: Sunday, April 11, 2004 9:21 PM Subject: Re: KR> Cockpit modifications > Graham, > In the USA the FAA requires some type of fuel indicator for each fuel > tank, > you would have to install either a sight gauge, or a fuel sending unit on > each > tank. I assumed the Austrailian regulations were tougher than USA, but > you > may wish to check that plan. > > > On Mon, 12 Apr 2004 07:52:24 +0930, Graham & Ruth Strout > wrote: > > > I'm modifying my seats by lowering the pilots, and the exiting passenger > > seat will be done away with (no one wants to fly with me any how) and > > which will be replaced with a deck from the front spar to the aft spar. > > I'll end with a single seater with room on the passenger side for junk. > > It will all be done in aluminium > > The avaliable space for my hips between the left hand wall and the > > elevator rod is 16". Its a 'comfortable' fit. Does this sound about > > right? Has any one moved the centre mounted joystick and elevator rod > > towards the passenger side and once through the aft spar, centralized > > the movement? If not could it be done? > > Under the exiting pilots seat (a plywood deck) is a 3 way fuel cock ie > > left wing / right wing /off and a small electric lift pump which > > transfers fuel from the wing tanks to the top of the header tank. Both > > these will have to be relocated to the space under the passenger side. I > > what to use this opportunnity to consider other options. How do other > > pilots manage this fuel transfer? Do I need the fuel cock? Could it be > > replaced with a connecting T peice, hence drawing fuel evenly from both > > sides.There are no fuel gauges in the wing tanks. Accurate fuel burn > > records and fuel transfer rates would have to be kept enroute to > > establish what would be left in the wing tanks. Is this what everyone > > else does or is there a better way and equipment to manage this fuel > > transfer? > > Thanks Graham > > _______________________________________ > > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > > -- > Using M2, Opera's revolutionary e-mail client: http://www.opera.com/m2/ > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > --- > [This E-mail scanned for viruses by Declude Virus] > > --- [This E-mail scanned for viruses by Declude Virus] ------------------------------ Message: 11 Date: Mon, 12 Apr 2004 12:17:09 -0700 (PDT) From: Ray Fuenzalida Subject: Re: KR> oil leak (ray) To: KRnet Message-ID: <20040412191709.38921.qmail@web42002.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii Thanks. I have heard that the Corvair is also a "leaker". When I do my rebuild I will see if they have spring loaded push rods/tubes. Ray j stevens wrote: Hi Ray I am flying the VW 1915.The oil leak I was referring to was at the push rods. I had the double nut lock type after market rod covers but they always required adjustment and leaked. I replaced them with spring loaded ones that are a snap to install and do not leak a drop of oil, and since they are spring loaded they need no adjustments. Joel ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html --------------------------------- Do you Yahoo!? Yahoo! Tax Center - File online by April 15th ------------------------------ Message: 12 Date: Mon, 12 Apr 2004 21:06:32 +0200 From: "Dene Collett \(SA\)" Subject: KR> 2 pitot questions To: "krnet" Message-ID: <000701c420c1$a91acf60$37e5fea9@telkomsa127179> Content-Type: text/plain; charset="iso-8859-1" Hi again gang, I had the oppertunity yesterday to take a good look at a Lancair360 and saw two things that interested me. On the landing gear (retract) they do not make use of the conventional squat switch using a microswitch mounted somewhere on the retract mechanism but use of a pressure switch connected to the pitot line. this switch will not close the contact untill it sees a pitot pressure that represents 70mph. My question is : What pressure will 70mph create in the pitot line. I know it is actually the differential pressure between the pitot and the static port. What would it be in inches mercury/mm water. My second observation was that the static port is located on the fuselage side behind the pilot. Has anyone used this location for the static port? My thoughts are that this would be a low pressure area??? Dene Collett KR2S-RT builder Port Elizabeth South Africa mailto: dene.collett@telkomsa.net P.S: checkout www.whisperaircraft.com ------------------------------ Message: 13 Date: Mon, 12 Apr 2004 15:34:58 -0500 From: "Larry A Capps" Subject: KR> CONTROL SURFACES To: "'KRnet'" Message-ID: <000801c420cd$9fe9ca20$0700a8c0@schpankme> Content-Type: text/plain; charset="us-ascii" CONTROL SURFACE TRAVEL T.E.D. - Trailing edge down T.E.U. - Trailing edge up Page 57: sec 8.35, Vertical Stabilizer travel is 30? deg T.E.U. and 20? deg T.E.D. Page 71: sec 9.16, Elevator travel of 30? deg T.E.U. and 20? deg T.E.D. Page 89: sec 10.66, Aileron travel is 20? deg T.E.U. and 10? deg T.E.D. Larry A Capps Naperville, IL "If you tell the truth, you don't have to remember anything." ------------------------------ Message: 14 Date: Mon, 12 Apr 2004 16:39:51 -0400 From: "Marty Hammersmith" Subject: Re: KR> Goldwing engine/was fighter-like handling To: "KRnet" Message-ID: <005a01c420ce$4ee79c50$2151bf3f@marty> Content-Type: text/plain; charset="iso-8859-1" As I recall this engine ultimately tore itself up and the idea was abandoned. try to get ahold of the author but thats how I remember it. There was a glowing article and then it went away. ----- Original Message ----- From: "Oscar Zuniga" To: Sent: Monday, April 12, 2004 2:14 PM Subject: KR> Goldwing engine/was fighter-like handling > Rupert writes- > > >I have a meeting with Bill Kirkland set up for the > >upcoming week to inspect his project to see if it suits my needs. If not > >then I'll be starting from plans > > Where are you located? There is a KR in the boat stage, also has wing > spars, available here in Texas. > > >I've investigated the possibility of a Honda Goldwing motorcycle engine > >complete with transmission to serve as PRSU > > There is an article on this conversion in a back issue of Contact! magazine, > Issue 12 at http://www.contactmagazine.com/backissu.html , but I suspect > this is where you got the idea to begin with. > > Oscar Zuniga > San Antonio, TX > mailto: taildrags@hotmail.com > website at http://www.flysquirrel.net > > _________________________________________________________________ > Get rid of annoying pop-up ads with the new MSN Toolbar - FREE! > http://toolbar.msn.com/go/onm00200414ave/direct/01/ > > > ---------------------------------------------------------------------------- ---- > _______________________________________ > 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: 15 Date: Mon, 12 Apr 2004 14:21:56 -0700 (PDT) From: Dennis Mingear Subject: Re: KR> Goldwing engine/was fighter-like handling To: KRnet Message-ID: <20040412212156.89957.qmail@span.corp.yahoo.com> Content-Type: text/plain; charset=us-ascii The motor had to run really fast, about 6000 rpm or more to make reasonable power, but the real problem was the weight of the thing. It is very heavy for the power produced. Denny ... Marty Hammersmith wrote: As I recall this engine ultimately tore itself up and the idea was abandoned. try to get ahold of the author but thats how I remember it. There was a glowing article and then it went away. ----- Original Message ----- From: "Oscar Zuniga" To: Sent: Monday, April 12, 2004 2:14 PM Subject: KR> Goldwing engine/was fighter-like handling > Rupert writes- > > >I have a meeting with Bill Kirkland set up for the > >upcoming week to inspect his project to see if it suits my needs. If not > >then I'll be starting from plans > > Where are you located? There is a KR in the boat stage, also has wing > spars, available here in Texas. > > >I've investigated the possibility of a Honda Goldwing motorcycle engine > >complete with transmission to serve as PRSU > > There is an article on this conversion in a back issue of Contact! magazine, > Issue 12 at http://www.contactmagazine.com/backissu.html , but I suspect > this is where you got the idea to begin with. > > Oscar Zuniga > San Antonio, TX > mailto: taildrags@hotmail.com > website at http://www.flysquirrel.net > > _________________________________________________________________ > Get rid of annoying pop-up ads with the new MSN Toolbar - FREE! > http://toolbar.msn.com/go/onm00200414ave/direct/01/ > > > ---------------------------------------------------------------------------- ---- > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://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 --------------------------------- Do you Yahoo!? Yahoo! Tax Center - File online by April 15th ------------------------------ Message: 16 Date: Mon, 12 Apr 2004 16:25:32 -0500 From: "Larry A Capps" Subject: KR> CONTROL SURFACES To: "KR Builders List \(E-mail\)" Message-ID: <000d01c420d4$b082bc50$0700a8c0@schpankme> Content-Type: text/plain; charset="us-ascii" My original post was incorrect regarding the travel for the Vert Stab, our own Mr. Langford set me straight. Below, would be the correct deflections required for the control surfaces, as specified in the KR Manual. My Apologies. CONTROL SYSTEM TRAVEL LIMITS T.E.D. - Trailing edge down T.E.U. - Trailing edge up Page 55: drawing 55 (Aileron, Elevator, Rudder) Page 58: sec 9.1, Vertical Stabilizer travel is 30 deg T.E.U. and 30 deg T.E.D. Page 71: sec 9.16, Elevator travel of 30 deg T.E.U. and 20 deg T.E.D. Page 89: sec 10.66, Aileron travel is 20 deg T.E.U. and 10 deg T.E.D. Larry A Capps Naperville, IL "If you tell the truth, you don't have to remember anything." ------------------------------ Message: 17 Date: Mon, 12 Apr 2004 14:23:05 -0700 From: Subject: Re: KR> Goldwing engine/was fighter-like handling To: "KRnet" Message-ID: <000e01c420d4$b47f3e50$0f00a8c0@greg> Content-Type: text/plain; charset="iso-8859-1" I have not heard of the GL 1200 Goldwing motor coming apart. But then I don't seem to be privy to too much information about anything. I do how ever have a set of approved (by their standards) plans for construction. I have an engine, 1200GL but have not done a thing with it to this point. I do have a couple of planes to put it into. But I'd like to know where you heard of the one (?) or more of this type coming apart. Greg Martin > As I recall this engine ultimately tore itself up and the idea was > abandoned. try to get ahold of the author but thats how I remember it. There > was a glowing article and then it went away. > > ----- Original Message ----- > From: "Oscar Zuniga" > To: > Sent: Monday, April 12, 2004 2:14 PM > Subject: KR> Goldwing engine/was fighter-like handling ------------------------------ Message: 18 Date: Mon, 12 Apr 2004 17:33:59 -0400 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> 2 pitot questions To: "krnet@mylist.net" Message-ID: <407B0B47.000006.00360@COMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" RE: My second observation was that the static port is located on the fuselage side behind the pilot. Has anyone used this location for the static port? My thoughts are that this would be a low pressure area??? In this case, there should be one on each side to equalize the pressure. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our EAA Chapter 242 at http://EAA242.org -------Original Message------- From: KRnet Date: 04/12/04 16:06:58 To: krnet Subject: KR> 2 pitot questions Hi again gang, I had the oppertunity yesterday to take a good look at a Lancair360 and saw two things that interested me. On the landing gear (retract) they do not make use of the conventional squat switch using a microswitch mounted somewhere on the retract mechanism but use of a pressure switch connected to the pitot line. this switch will not close the contact untill it sees a pitot pressure that represents 70mph. My question is : What pressure will 70mph create in the pitot line. I know it is actually the differential pressure between the pitot and the static port. What would it be in inches mercury/mm water. My second observation was that the static port is located on the fuselage side behind the pilot. Has anyone used this location for the static port? My thoughts are that this would be a low pressure area??? Dene Collett KR2S-RT builder Port Elizabeth South Africa mailto: dene.collett@telkomsa.net P.S: checkout www.whisperaircraft.com _______________________________________ 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: Mon, 12 Apr 2004 17:01:24 -0500 From: "Ron Eason" Subject: Re: KR> 2 pitot questions To: "KRnet" Message-ID: <007501c420d9$b2d4d060$6501a8c0@Administration> Content-Type: text/plain; charset="iso-8859-1" 70 MPH = 6160 FPM = 2.3656 inches water col. velocity pressure = 0.6061 kpa [standard air conditions] Do the conversions yourself. My Rocky Mountain ASI can be programmer to do the same thing using solid state relays. KRron ----- Original Message ----- From: "Dene Collett (SA)" To: "krnet" Sent: Monday, April 12, 2004 2:06 PM Subject: KR> 2 pitot questions > Hi again gang, I had the oppertunity yesterday to take a good look at a > Lancair360 and saw two things that interested me. On the landing gear > (retract) they do not make use of the conventional squat switch using a > microswitch mounted somewhere on the retract mechanism but use of a pressure > switch connected to the pitot line. this switch will not close the contact > untill it sees a pitot pressure that represents 70mph. My question is : What > pressure will 70mph create in the pitot line. I know it is actually the > differential pressure between the pitot and the static port. What would it > be in inches mercury/mm water. > My second observation was that the static port is located on the fuselage > side behind the pilot. Has anyone used this location for the static port? My > thoughts are that this would be a low pressure area??? > Dene Collett > KR2S-RT builder > Port Elizabeth > South Africa > mailto: dene.collett@telkomsa.net > P.S: checkout www.whisperaircraft.com > > > > _______________________________________ > 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: 20 Date: Mon, 12 Apr 2004 17:03:49 -0500 From: "Ron Eason" Subject: Re: KR> CONTROL SURFACES To: , "KRnet" Message-ID: <008801c420da$0944f510$6501a8c0@Administration> Content-Type: text/plain; charset="iso-8859-1" Thank you Larry. Very good. Ron ----- Original Message ----- From: "Larry A Capps" To: "KR Builders List (E-mail)" Sent: Monday, April 12, 2004 4:25 PM Subject: KR> CONTROL SURFACES > My original post was incorrect regarding the travel for the Vert Stab, our > own Mr. Langford set me straight. > Below, would be the correct deflections required for the control surfaces, > as specified in the KR Manual. > My Apologies. > > CONTROL SYSTEM TRAVEL LIMITS > > T.E.D. - Trailing edge down > T.E.U. - Trailing edge up > > Page 55: drawing 55 (Aileron, Elevator, Rudder) > > Page 58: sec 9.1, > Vertical Stabilizer travel is 30 deg T.E.U. and 30 deg T.E.D. > > Page 71: sec 9.16, > Elevator travel of 30 deg T.E.U. and 20 deg T.E.D. > > Page 89: sec 10.66, > Aileron travel is 20 deg T.E.U. and 10 deg T.E.D. > > > Larry A Capps > Naperville, IL > > "If you tell the truth, you don't have to remember anything." > > > _______________________________________ > 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: 21 Date: Mon, 12 Apr 2004 18:21:54 -0400 From: "Doug Rupert" Subject: RE: KR> Goldwing engine/was fighter-like handling To: "'KRnet'" Message-ID: <000601c420dc$90947980$893cd0d8@office> Content-Type: text/plain; charset="us-ascii" Oscar: I'm located up in Canada about 30 miles straight north of Erie Pa. Thanks for the site connection for the Goldwing Engine as I had not seen it but rather got the idea from other builders who are adapting smaller motorcycle engines to aircraft usage. BTW you know anyone down your way with a spam can with run out engine that would be interested in trading it for a very rare 1960 Mercury Panel Truck (127 ever made and last year of production) let me know. Doug Rupert Simcoe Ontario. -----Original Message----- From: krnet-bounces+drupert=sympatico.ca@mylist.net [mailto:krnet-bounces+drupert=sympatico.ca@mylist.net] On Behalf Of Oscar Zuniga Sent: Monday, April 12, 2004 2:14 PM To: krnet@mylist.net Subject: KR> Goldwing engine/was fighter-like handling Where are you located? There is a KR in the boat stage, also has wing spars, available here in Texas. >I've investigated the possibility of a Honda Goldwing motorcycle engine >complete with transmission to serve as PRSU There is an article on this conversion in a back issue of Contact! magazine, Issue 12 at http://www.contactmagazine.com/backissu.html , but I suspect this is where you got the idea to begin with. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get rid of annoying pop-up ads with the new MSN Toolbar - FREE! http://toolbar.msn.com/go/onm00200414ave/direct/01/ ------------------------------ Message: 22 Date: Mon, 12 Apr 2004 17:48:15 -0500 From: "Ronald Metcalf" Subject: Re: KR> AS504x airfoil To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed >That trailing edge cusp does several different things. the pitch moment >will be more negative >boundary layer separation will tend to stay closer to the trailing edge >coefficient of lift of the two different airfoils .... the same, but the >cusped airfoil will reach it >at lower angle of attack >OK for a wing root but will be a poor choice for a control surface. >Aileron control forces will be high. It is a less than optimum choice for >an airfoil that is intended to be laminar over a wide range angle of >attack. Thank you - so nice to get a straight factual (informed) answer relative to what was asked. I have played with your 2D software and believe that you are strong on this topic - no debate with you on wing sedctions. Pity about the these effects - I has hoped to use the 15 % Ashok section as an outboard partner to the P51 Mustang section at the root. The P51 tip section looks really strange so I am back to the drawing boad. Someone posted a URL to a airfoil website (profilli) - it is real good and has many section - not your NACA 747A315 - I cannot find that at all - sods law. Your Airplane looks realy good but I can't help feeling that the nose is too long. Thanks again Ron _________________________________________________________________ Get rid of annoying pop-up ads with the new MSN Toolbar – FREE! http://toolbar.msn.com/go/onm00200414ave/direct/01/ ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 23 ************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================