From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 66 Date: 8/9/2004 8:59:45 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. Re: P factor (Mark Langford) 2. Re: Epoxy Varnish on Spars (cartera) 3. Re: KR2S Sport pilot eligible??? (larry severson) 4. Re: Light Sport Aircraft (Wesley Scott) 5. Rand Gear vs Diehl Gear (Dick Goff) 6. good day to work (Jack Cooper) ---------------------------------------------------------------------- Message: 1 Date: Mon, 9 Aug 2004 13:17:32 -0500 From: "Mark Langford" Subject: Re: KR> P factor To: "KRnet" Message-ID: <039301c47e3d$237d5e20$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Orma wrote: >> This is a question for KR drivers with big engines like the O-200, >> the Corvair's and turbo VW's. Can any one discuss the difference in the amount of P factor as a comparison to their experience with a lower powered engine? Was there enough rudder to compensate, or did you have to keep the power low waiting on rudder authority? << When I was flying with Troy a few weeks ago, I asked about his "cut down" rudder, if it was still enough with the big 0-200 he's now running on his stock-length KR2. He said it was still enough, but he's also added a few inches to the vertical stabilizer (see fourth photo down on http://home.hiwaay.net/~langford/troy/ ). But he doesn't just jam the throttle in on takeoff either...he slowly pushes it in so it has authority before he gets to full throttle. Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 2 Date: Mon, 09 Aug 2004 14:21:26 -0600 From: cartera Subject: Re: KR> Epoxy Varnish on Spars To: KRnet Message-ID: <4117DCC6.7020501@spots.ab.ca> Content-Type: text/plain; charset=us-ascii; format=flowed Spoken like a man who know his stuff also might add that to stay away from anything that has varnish in it or reference to it. Happy Flying, guys. Wood, Sidney M. wrote: > Type A epoxy resins contain a small amount of wax. The curing epoxy > is hydroscopic: The resin draws moisture from the air; this will interfere with the polymerization process and drastically slows down the curing process to the point of staying tacky for months. The wax film prevents the hydroscopic action. Type B epoxy resins (so called laminating resins) do not contain the wax. Their intended use is for multiply lay-ups in quick succession before the first or under laying lay-ups have cured. The final lay-up would use Type A resin for open air room cure. Vacuum bagging would use Type B throughout. Unless the label says otherwise, you can assume the resin is the Type A containing the wax. The resins used in polyester and vinyl ester tend to dissolve the surface of cured epoxy, which then resets in the curing process to effect a tighter bond. Do not confuse this ester to epoxy bond as a true polymer bond. These are totally different families of chemicals. It wou ld be like saying lizards and birds lay eggs, so they should be pretty much the same animal. As stated in the previous post, it's not a good idea to mix systems. > Sid Wood, Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > Sidney.wood@titan.com > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of cartera > Sent: Monday, August 09, 2004 12:13 PM > To: KRnet > Subject: Re: KR> Epoxy Varnish on Spars > > Good Morning > This is a misconception, cured epoxy does not leave a waxy residue > only in the esters does this happen. That is why one if necessary can > put polyester on epoxy but not epoxy on any polyester. Furthermore, > it's not a good idea to mix systems. Suggest that a thorough research > be done on resins before this misconception is thrown out. This is why > it is not a good idea to use varnish on the inside for sealing, but > epoxy diluted with alcohol then one does not have to sand out varnish > in the event that further gluing has to take place. However, it should > still be roughed up before gluing for adhesion. Happy Flying! > > patrusso wrote: > >>Cured epoxy leaves a waxy residue that must be cleared off from >>surfaces that will be reglued to attach other parts. You may find it >>easier to finish you rib and other attachments to the spar before >>epoxying. >>----- Original Message ----- >>From: >>To: >>Sent: Monday, August 09, 2004 1:48 AM >>Subject: KR> Epoxy Varnish on Spars >> >> >> >> >>>I have some epoxy varnish left over from painting the inside of the >>>fuse. >> >>Is it OK to use it on the spars? They're closed, but I haven't begun >>to assemble the wings yet. >> >> >>>Rick Coykendall >>>KR-2 >>>rickcoy@yahoo.com > > -- Adrian VE6AFY Mailto:cartera@spots.ab.ca http://www.spots.ab.ca/~cartera ------------------------------ Message: 3 Date: Mon, 09 Aug 2004 13:42:09 -0700 From: larry severson Subject: Re: KR> KR2S Sport pilot eligible??? To: Wesley Scott , KRnet Message-ID: <5.2.1.1.0.20040809133801.00b46cb0@pop-server.socal.rr.com> Content-Type: text/plain; charset="us-ascii"; format=flowed >Empty weight doesn't make any difference (other than how many sandbags >you put in the second seat during testing) since you have to meet the >stall speed at max takeoff weight. Some of the original documentation says 800 lbs max for the KR with an empty weight of 485. Use those numbers and the stall will come way down. Just because most of us want more lift capability doesn't mean that any given builder needs to. Set your max gross at 800 lbs, and that will be the weight for the stall rules. >The wing area needs to be increased by about 30 percent to get the >stall speed down from 59 mph to 45 knots (or since the 59 mph assumes >1050 lbs gross, a lower gross weight). Don't use 1050, if you want to fit the criteria. Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Message: 4 Date: Mon, 9 Aug 2004 15:56:42 -0500 From: "Wesley Scott" Subject: Re: KR> Light Sport Aircraft To: "KRnet" Message-ID: <006e01c47e53$6345a330$7ea70a04@pbrain> Content-Type: text/plain; charset="iso-8859-1" To be issued an airworthiness certificate in the light sport air craft category, you have to meet the consensus standards 21.190. Kits require (21.193) the kit manufacture to build at least one plane and certify it under 21.190, before the kits can be certified under 21.191. It actually looks like no plans built aircraft need apply. But!! 61.315 What are the priviliges and limits of my sport pilot certificate? (a) If you hold a sport pilot certificate you may act as pilot in command of a light-sport aircraft, except as specified in paragraph (c) of this section And 1.1 General definitions Light-sport aircraft means an aircraft, other than a helicopter or powered-lift that, since its original certification, has continued to meet the following: List not included The conclusion is that a light sport aircraft may have an airworthiness certificate in another category and still be flyable by a sport pilot. Or for a plans built plane, "I swear that's all she'll do" means your buddy with his sport pilot certificate (and the over 87kts endorsement) and valid drivers license can legally fly your plane (assuming the stall speed is low enough). -- wesley scott kr2@spottedowl.biz ----- Original Message ----- From: "Dana Overall" > > If you check the government .doc file you will see the the complexity > of compliance documentation required to meet the requirements of the > sport pilot aircraft category. It is up to the manufacturer, or > builder, to supply the government with test data sufficient to satisfy > the certification > process. It is much, much more than................."I swear that's > all she'll do". An individual could do it but it will be an > undertaking. In ------------------------------ Message: 5 Date: Mon, 9 Aug 2004 20:48:02 -0500 From: dcgoff@webtv.net (Dick Goff) Subject: KR> Rand Gear vs Diehl Gear To: krnet@mylist.net (KRnet) Message-ID: <5433-41182952-2358@storefull-3313.bay.webtv.net> Content-Type: Text/Plain; Charset=US-ASCII Hi Netters, What are the major differences between the Rand and Diehl conventional fixed landing gears? Which one would be better for a grass runway? Thanks in advance. dcgoff@webtv.net Dick Goff ------------------------------ Message: 6 Date: Mon, 9 Aug 2004 23:22:34 -0400 From: "Jack Cooper" Subject: KR> good day to work To: "KR builders and pilots" , "Corvair engines for homebuilt aircraft" Message-ID: <410-22004821032234875@earthlink.net> Content-Type: text/plain; charset=US-ASCII Today I put in 8 hours of work on the KR and Corvair engine. Recently I have had such demands on my time that I' I've only been working a hour here then two hours there and sometimes going several days without touching it. It was good to be back on it again. How many days to the gathering????? Doesn't matter, I'll be there. Jack Cooper kr2cooper@earthlink.net Why Wait? Move to EarthLink. ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 66 ************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================