From: krnet-bounces@mylist.net on behalf of krnet-request@mylist.net Sent: Tuesday, February 24, 2004 8:53 AM To: krnet@mylist.net Subject: KRnet Digest, Vol 321, Issue 2 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: New arrival (It's a tri gear!) (Dana Overall) 2. RE: Retract to tri gear conversion (Michael Geoghegan) 3. Re: New arrival (It's a tri gear!) (Dan Heath) 4. Re: learned to fly a KR (Orma Robbins) 5. Re: Wind-milling - Compression ratio (Mac McConnell-Wood) 6. Construction manual - Missing page (Serge F. Vidal) 7. Re: retract tri gear (Dean Cooper) 8. RE: New arrival (It's a tri gear!) (Michael Geoghegan) 9. First Flight (Orma Robbins) 10. Help me use that veeery long drill bit! (Serge F. Vidal) 11. RE: Help me use that veeery long drill bit! (Kogelmann Christian - OS ETA) 12. Construction manual - Missing page Problem solved (Serge F. Vidal) 13. (no subject) (Oscar Zuniga) 14. Gauges (Pat Driscoll) 15. Re: ground loops/ Tri v tail dragger (larry severson) 16. Re: Gauges (Service Center Technik) 17. Re: First Flight (Service Center Technik) 18. Fuel line (sean rooney) 19. Re: Fuel line (Service Center Technik) 20. RE: First flight for low time pilot (long) (Ron Freiberger) 21. RE: Fuse Facet Pump ? (Ron Freiberger) 22. Re: Lowering the compression ratio is as EASY as buying twenty bucks worth... 23. RE: First flight for low time pilot (long) (larry severson) 24. Windmilling ... (Ron Freiberger) ---------------------------------------------------------------------- Date: Tue, 24 Feb 2004 06:22:11 -0500 From: "Dana Overall" To: krnet@mylist.net Subject: RE: KR>New arrival (It's a tri gear!) Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 1 >From: "Michael Geoghegan" I actually think it looks better on the tri gear setup. >Pictures of before and after are posted. Let the debate continue. Nice looking KR Mike, but then again I like most KRs I've seen..................However, since you ask for it:-) Kinda like accepting a blind date..........."she's not pretty (taildragger) but she has a good personality(tricycle) :-) Sorry, couldn't resist. Dana Overall 1999 & 2000 National KR Gathering host Richmond, KY i39 RV-7 slider, Imron black, "Black Magic" Finish kit 13B Rotary. Hangar flying my Dynon. http://rvflying.tripod.com/aero1.jpg http://rvflying.tripod.com/aero3.jpg http://rvflying.tripod.com/blackrudder.jpg do not archive _________________________________________________________________ Find and compare great deals on Broadband access at the MSN High-Speed Marketplace. http://click.atdmt.com/AVE/go/onm00200360ave/direct/01/ ------------------------------ Date: Tue, 24 Feb 2004 06:48:45 -0500 From: "Michael Geoghegan" To: "'KRnet'" Subject: KR>RE: Retract to tri gear conversion Message-ID: <007201c3facc$28a992a0$6401a8c0@TGC2003> In-Reply-To: <000901c3fa96$477a1f50$8c4ae618@DJNVYL31> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Dan asked would it be possible to make my kr into a tri gear but still leave the retracts in place or are the retracts to far forward for the cg to be right. Dan The only way you can get the nose heavy enough to sit on a nose wheel is to move the main gear back. You are looking for the nose to carry about 25% of the total weight of the plane. It also makes sense to put the main gear some distance behind the aft limit of your flying CG. Otherwise it would be possible to have two passengers with low fuel and when you land your back to a tail dragger. (Maybe that is the way to arrive at the gathering. I'll have to put my tail wheel back on!) My conversion required that I remove the retracts including the mounting brackets. I filled the wheel wells in the bottom of the stub wings. I made a set of 90 degree brackets about 8 inches long and the height of the spar. They were mounted using the same holes that were in the spar for the retract brackets but they were mounted behind the spar instead of in front. I cut a slot in the bottom skin for the gear to fit and attached the gear to the brackets. The nose gear bracket supplied by Diehl fit in the center of the firewall at the very bottom. Two support braces run up and attach to your engine mount. Depending on what's in the way this can be difficult to fit. I already had an exhaust that was offset to one side to accept a tri gear bracket so I didn't have to do much adjusting. I did remove the braces from the nose bracket and re-welded them to the bracket after I was sure they fit properly. If anyone needs more info or pictures let me know. Mike Geoghegan N47MG humidors@gmavt.net ------------------------------ Date: Tue, 24 Feb 2004 06:19:51 -0500 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: Re: KR>New arrival (It's a tri gear!) Message-ID: <403B3357.000010.03544@Computer> References: <006a01c3fa85$b28bb300$6401a8c0@TGC2003> Content-Type: Text/Plain MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 3 Mike Geoghegan=0D =0D As I said, any well built KR is beautiful, and yours is no exception. One thing that made it look better was getting off those guppy legs. I have pictures of the Little Beast when she was on guppy legs, and putting her = on a fixed gear made a lot of difference.=0D =0D What kind of engine do you have? =0D =0D Please come to the gathering so we can drool over it.=0D =0D See N64KR at http://KR-Builder.org - Then click on the pics=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 EAA Chapter 242 at http://EAA242.org=0D =20 ------------------------------ Date: Tue, 24 Feb 2004 07:05:46 -0500 From: "Orma Robbins" To: "KRnet" Subject: Re: KR>learned to fly a KR Message-ID: <006401c3face$8a3ee310$acc14944@ROBBINS1> References: <001d01c3f9b1$b55c2b70$c1d01840@youryk5cbmeeo8> <000401c3f6e4$017fe080$2b64a8c0@homedesktop> <40374122.000012.03344@Computer><4037CF4F.1050107@cuug.ab.ca> <000001c3f905$119f2160$75a0fea9@johnjane> <3.0.6.32.20040223220927.00810550@pop.midwest.net> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 4 Hi Net In reference to "the recommended 50 foot hop" My first flight in my KR happened as a result of attempting to perform a 3rd tail up tail down transition on the same run. I only had a total of 60 hours and that included 43 to get my private in C150's, and no tail time. I had been practicing high speeds for several days and never counted the hours, probobly near 10. On this occasion I accelerated and lifted the tail, which happens within seconds. In fact you push the throttle adjust your track down the centerline, adjust rudder pressure for P factor and lift the tail. By that time you will have rudder authority. On the third attempt I had forgotten to cut the power and the KR popped of the ground. In a flash the thought passed that if I were going to crash land this craft, that at least I was going to fly it first. That was my first flight. Like Larry and all before him and all before me, I was scared to say the least. The KR being faater in the pattern then I was used to, went around and was ready to land before I was. My CFI later told me that I should have left the pattern and practiced some slow flight so that I could see what kind of desent rate the craft had.. Any way as I attempted to land I found that my idle was too high and although it would tach at 800 on the ground, in the air on desent the idle would not go below 1200. My plan was for a wheel landing thus my approach and flair was shallow. The KR just kept going and going and would not settle to the runway, was flying in gournd effect at 1200 rpm. Near the end of the 10,000 foot runway I cut the engine and the KR finally settled to the ground. As far as the great debate as to Can you or can you not be a low time pilot or no tail time pilot and master the KR, I'm sure it can be done. Remember it only takes 10 hours to Solo in the first place. At lease for me, others take from 10 to 50 or more. One other point that I would make is that I have flown one other Tail dragger and that was a Cessna 205 Bird Dog dressed in Air Force war paint. Most other Tail draggers have a longer arm (Tail) then the KR and handle entirely different, except that the tail up tail down transition is the same. That I think is the most useful information you would get from flying another TD and I feel is the key to a safe landing. You keep the tail up until it won't fly any more then you pull the stick back and taxi. In a tri gear, you don't land on the nose gear anyway, after touch down you push the nose over only after the airspeed bleeds off a little. In the KR first you flair and land, and except for full stall landings, you stay on the mains let the speed bleed off and then pull back. Orma L. Robbins Orma@aviation-mechanics.com aka AviationMech 19 Years flying the KR-2 20 this August ------------------------------ Date: Tue, 24 Feb 2004 11:57:02 -0000 From: "Mac McConnell-Wood" To: "KRnet" Subject: Re: KR>Wind-milling - Compression ratio Message-ID: <000201c3facf$6941cc80$02da403e@tinypc> References: <000901c3fa26$143bcaf0$6a64a8c0@homedesktop> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 5 Hi Stephen, Off subject -do you know if Clive Puzzi ?(Harare last I heard) is still around? He gave me some good advice when I was building the KR but lost touch when the guy I lent his notes to promptly lost them. Your comments re windmilling made a lot of sense-I reckon the average homebuild pilot is fully occupied finding somewhere forgiving to flop into rather than losing valuable height trying to windmill a dead donk! Regards Mac UK > ----- Original Message ----- From: "Stephen Jacobs" To: "'KRnet'" Sent: Monday, February 23, 2004 3:59 PM Subject: KR>Wind-milling - Compression ratio > >>>>If you just want to make a VW or Corvair windmill, just lower the > compression ratio > > Thanks for the input Mark > > I have often thought about this, particularly when I hear what you > guys pay for Corvair spares over there. The Corvair is already a good > motor, so de-rating it by 10% will make it bullet proof. > > Your comment is encouraging and I would be delighted if this can work > out - this is however how I see it. > > The tendency (ability) to wind-mill at cruising speeds is influenced > by how much resistance the engine presents to being turned over (CR), > as well as the force that is trying to turn it - and that is very much > a function of propeller diameter and blade area. Smaller props have > less leverage (and inertia). > > To achieve fair grunt out of any motor, we need to let it get a > respectable way up the power curve. In the case of the Corvair I > suspect that this will be well over 3000 rpm, restricting the > propeller diameters to something like 65" on a direct drive. (not > that there is room for much more). > > My instinct has always been that - by the time you drop the CR to the > point that 80mph (approach) will keep a 65" prop turning a 3L engine > (approx)- the CR will be such that maybe 30% of the potential power is > lost. > > If the CR reduction required to allow a typical KR prop to wind-mill > is such that the power loss is 10% /12%) - this would change things > for me. > > Take care > Steve > > I visited your engine CC'ing site - excellent piece of work, written > in a way that that makes me want to do one. > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Tue, 24 Feb 2004 13:09:27 +0100 From: "Serge F. Vidal" To: "'KRnet'" Subject: KR>Construction manual - Missing page Message-ID: <000201c3facf$0d14ff40$2c0101c0@ate.com> In-Reply-To: <403B3357.000010.03544@Computer> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 6 Could somebody send me a copy of page 11 of the manual? It is missing in my copy. Kindly send it by E-mail (or by Fax, if you don't mind the cost!). Thanks in advance. (And before you're tempted to lecture me, rest assured, my aircraft was built with a legal copy of the construction manual. When he sold the aircraft to me, the original builder wanted to keep his copy, because he thought he might want to make another KR2 some day. So, all I have is a photocopy... with a missing page). Serge Vidal KR2 ZS-WEC Tunis, Tunisia E-mail: serge.vidal@ate-international.com Fax: +216 71 96 17 83 ------------------------------ Date: Tue, 24 Feb 2004 07:15:10 -0500 From: "Dean Cooper" To: "KRnet" Subject: Re: KR>retract tri gear Message-ID: <01d501c3facf$d9745540$0502a8c0@office> References: <006a01c3fa85$b28bb300$6401a8c0@TGC2003> <000901c3fa96$477a1f50$8c4ae618@DJNVYL31> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 7 Dan, The stock retracts wouldn't give you enough ground clearance in a tricycle configuration, even if you could make the balancing and CG work. As Dan H put it, dump the retracts as they are the biggest problem IMHO with the original KR design. Converting to tri-gear is not that difficult and will give you better ground clearance and visibility for not any material difference in speed (with wheel pants). The kits offered by Diehl or Grove are simple enough to install.. Good Luck... Dean Cooper Jacksonville, FL Email me at dean_cooper@bellsouth.net See my KR project at www.geocities.com/djramccoop1/KR2_Home.html ----- Original Message ----- From: "Dan Walker" To: "KRnet" Sent: Tuesday, February 24, 2004 12:23 AM Subject: KR>retract tri gear > would it be possible to make my kr into a tri gear but still leave the > retracts in place or are the retracts to far forward for the cg to be right. > I also ground looped my kr on a high speed taxi test but I was > unfortunate to hit a runway marker light and take out my prop which I > guess is better than taking out my wing. I am having second thoughts > about converting to tri gear and if I can leave the mains how they are > I will probally change over. > > Also if there is anyone that would be willing to bring me up in > there KR > so I could get a feel for the flight characteristics please let me > know. I'm in South Dakota right now but I will be in Illinois for a > week in March. > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Date: Tue, 24 Feb 2004 07:23:13 -0500 From: "Michael Geoghegan" To: "'KRnet'" Subject: RE: KR>New arrival (It's a tri gear!) Message-ID: <007301c3fad0$f9101c30$6401a8c0@TGC2003> In-Reply-To: <403B3357.000010.03544@Computer> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 8 Dan Heath asked What kind of engine do you have? It is a VW 1700 cc with a compufire ignition and a Diehl accessory case with starter and alternator. No mags. The plan is to build up a type I 2180cc from Great Planes and it will bolt into place. For now the 1700cc is perfect. Mike Geoghegan N47MG humidors@gmavt.net ------------------------------ Date: Tue, 24 Feb 2004 07:38:15 -0500 From: "Orma Robbins" To: "KRnet" Subject: KR>First Flight Message-ID: <003a01c3fad3$13dd9cc0$acc14944@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 9 I just looked at the Archives to see what would happen if I put in First = Flight. It came back with 500 hits between Larrys flight and 2001. If = I were close to the first flight and wanted to know what others thought = on the subject I would go into www.KRnet.org and get the archive link, = or go direct to http://www.bouyea.net and do a search. Orma aka AviationMech 19 Years flying the KR-2 ------------------------------ Date: Tue, 24 Feb 2004 14:08:38 +0100 From: "Serge F. Vidal" To: "'KRnet'" Subject: KR>Help me use that veeery long drill bit! Message-ID: <000501c3fad7$51aeaae0$2c0101c0@ate.com> In-Reply-To: <000201c3facf$0d14ff40$2c0101c0@ate.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 10 I have an impressive drill bit in my office. Diameter is 8mm (that is 0.32"), and length is... 2100 mm! (Yep, that is 82.7"!). Was made specially for my KR2. Understand why? The idea is: I am preparing to get inspected by the French authorities. The French law makes no provision for an imported homebuilt, so I had to persuade them that there would be no difference with a new project. They agreed to give it a try, provided I find a way to make my spars inspectable. So, the proposed solution, as suggested by our Austrian builder (Christan Kogelmann), is to drill a hole along the spars, right in the middle of the spar spacers, and inspect with a borescope. Now, for those who didn't follow the story, I am now living in Tunisia, and my poor KR is in France. So, I will have to take that drill bit along with me when I go there. What is the airline going to say about that, I wonder... Anyway, the critical thing is to drill those holes very straight, especially in the aft spar. My intentions are: 1 - Make two wooden drill jigs (wood blocks with a hole through them), one for the front spar and one for the aft spar, matching the spars side section; 2 - With wings removed, clamp the jig between the WAFs 3 - Starting with a short drill bit, slowly drill through the first spacers; 4 - Take the long drill bit, then finish the job. Since I cannot see the aircraft, I checked the construction manual to find the dimensions of the spars side section. When I add the spars dimensions and the plywood, What I get is: OUTER WING FWD Caps Ply Total H 7.28" (184.9mm) W 2.031" (51.6mm) OUTER WING AFT H 4.03" (102.5mm) W 1.03" (26.2mm) Could somebody check these dimensions for me? Serge Vidal KR2 ZS-WEC Tunis, Tunisia E-mail: serge.vidal@ate-international.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 ------------------------------ Date: Tue, 24 Feb 2004 15:19:36 +0100 From: Kogelmann Christian - OS ETA To: "'serge.vidal@ate-international.com'" , 'KRnet' Subject: RE: KR>Help me use that veeery long drill bit! Message-ID: <9D054CEF43F1C243A279E5435E971746017D610D@sviemxs02.gate01.skylines.global> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 11 Serge, good luck. As I said I tried this with the spar web blocks already drilled and on = the workbench with airline equipment. Your plan sounds good, I would be very careful and check the drilling progress after each spar web block is drilled through. Our companies longest 6mm borescope probe is 2,7 m long and is flexible = with a 90=B0 viewing angle, that worked for me. Sorry but I do not have the plans at work and my airplane is also about = 2 hours drive from were I live. I know there are certain spar inspections on the Shorts Skyvan using a borescope so that was approved by some authority already..... Take care Christian OE-VPD http://www.members.aon.at/oevpd -----Original Message----- From: Serge F. Vidal [mailto:serge.vidal@ate-international.com] Sent: Dienstag, 24. Februar 2004 14:09 To: 'KRnet' Subject: KR>Help me use that veeery long drill bit!=20 I have an impressive drill bit in my office. Diameter is 8mm (that is 0.32"), and length is... 2100 mm! (Yep, that is 82.7"!). Was made = specially for my KR2. Understand why? The idea is: I am preparing to get inspected by the French authorities. = The French law makes no provision for an imported homebuilt, so I had to persuade them that there would be no difference with a new project. = They agreed to give it a try, provided I find a way to make my spars = inspectable. So, the proposed solution, as suggested by our Austrian builder = (Christan Kogelmann), is to drill a hole along the spars, right in the middle of = the spar spacers, and inspect with a borescope. Now, for those who didn't follow the story, I am now living in Tunisia, = and my poor KR is in France. So, I will have to take that drill bit along = with me when I go there. What is the airline going to say about that, I = wonder... Anyway, the critical thing is to drill those holes very straight, = especially in the aft spar. My intentions are: 1 - Make two wooden drill jigs (wood blocks with a hole through them), = one for the front spar and one for the aft spar, matching the spars side section; 2 - With wings removed, clamp the jig between the WAFs 3 - Starting with a short drill bit, slowly drill through the first = spacers; 4 - Take the long drill bit, then finish the job. Since I cannot see the aircraft, I checked the construction manual to = find the dimensions of the spars side section. When I add the spars = dimensions and the plywood, What I get is: OUTER WING FWD Caps Ply Total H 7.28" (184.9mm) W 2.031" (51.6mm) OUTER WING AFT H 4.03" (102.5mm) W 1.03" (26.2mm) Could somebody check these dimensions for me? Serge Vidal KR2 ZS-WEC Tunis, Tunisia E-mail: serge.vidal@ate-international.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 _______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Date: Tue, 24 Feb 2004 15:18:02 +0100 From: "Serge F. Vidal" To: "'KRnet'" Subject: KR>Construction manual - Missing page Problem solved Message-ID: <000f01c3fae1$0475cb00$2c0101c0@ate.com> In-Reply-To: <403B3357.000010.03544@Computer> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 12 I got the missing page, courtesy of Alexander Birca. Problem now solved, thanks everybody. Serge Vidal KR2 ZS-WEC Tunis, Tunisia E-mail: serge.vidal@ate-international.com Fax: +216 71 96 17 83 ------------------------------ Date: Tue, 24 Feb 2004 08:23:11 -0600 From: "Oscar Zuniga" To: corvaircraft@mylist.net Subject: KR>(no subject) Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 13 Netters; Very good information on the Corvair conversion in the current issue of Contact! magazine (No. 75). This is the so-called "all Corvair" issue and contains info on many aspects of the engine and conversion, including "philosophy", sources of supply for parts and services, and some interesting articless on redrives, thrust bearings, and the UltraVair 1/3 conversion (among others). Those on the KRNet and CorvAIRCRAFT list are already familiar with the work done by Mark Langford on his "Big Boy" conversion, but if you're not- there is an article in the magazine on that, too. I see in the EAA Experimenter from a month or two ago (I'm behind in my reading) that someone has purchased the rights to the Rinker redrive and is now marketing the redrive using new parts rather than relying on the old VW "alpine" axle box parts. I have no other details but do have questions if anyone knows... such as, does the new/improved box use a different cut of gears than the stocker? I thought I'd heard that the stock gearset has a bit of lash, and maybe the new gearset addresses that. The Rinker box does have the potential to expand the suitability of the Corvair to other airframes than in the direct-drive setup, but that's a whole 'nuther discussion. For now, if you don't subscribe to Contact!, at least get the all-Corvair issue. It's $8 until the next issue comes out, at which time it drops to $5 but you'll probably order more than just that one backissue once you see the listing of what's available. Ordering info at http://www.contactmagazine.com/backissu.html Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get a FREE online computer virus scan from McAfee when you click here. http://clinic.mcafee.com/clinic/ibuy/campaign.asp?cid=3963 ------------------------------ Date: Tue, 24 Feb 2004 08:28:12 -0600 From: "Pat Driscoll" To: "KR Mailing list" Subject: KR>Gauges Message-ID: <000e01c3fae2$6f62ba80$1a40d240@oemcomputer> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 14 I found this on the Fly-Baby list and thought someone might be = interested. As posted a while back I recently purchased some gauges on-line from a = company called Actron. = http://www.actron.com/cgi-bin/web_store.cgi?page=3Dgarage.htm&cart_id=3D = One set was a Sunpro 1=BD" Mini Triple Gauge Set, consisting of a = mechanical water (or oil :) temperature gauge, oil pressure gauge and = ammeter. = http://www.actron.com/cgi-bin/web_store.cgi?page=3Dcp7997.htm&cart_id=3D2= 796962_93904 It set is on-sale for $9.99 from $44.99, I also = purchased a 2&5/8" mechanical water (oil) temp gauge for $8, on sale = from $34.99. = http://www.actron.com/cgi-bin/web_store.cgi?page=3Dcp1201.htm&cart_id=3D2= 796962_93904 Both temperature gauges have sufficient sensing line = length to reach the engine from the instrument panel. The gauges come = with a bag of additional fittings, with the correct adapter to fit our = continental oil screens. For budget minded builders, or those with = limited panel space the triple gauge set may be a good option. The = 2&5/8 temp gauge is a bit larger than a Scott but has a heftier sensing = line than the mini gauge set, however they all seem to be of decent = quality, probably better than a 50 year old Scott gauge and for nine = bucks they're a bargain :) Drew 8{:^) Fly Baby C-FUFL #64-16 Pat Driscoll patrick36@usfamily.net Saint Paul, MN ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Date: Tue, 24 Feb 2004 06:45:23 -0800 From: larry severson To: KRnet Subject: Re: KR>ground loops/ Tri v tail dragger Message-ID: <5.2.1.1.0.20040224063837.00b4c9e8@pop-server.socal.rr.com> In-Reply-To: <004001c3fa76$95720b70$f596dccb@StationW2k04> References: <410-220042123214415171@earthlink.net> Content-Type: text/plain; charset="us-ascii"; format=flowed MIME-Version: 1.0 Precedence: list Message: 15 Ground loops are caused by excessive rapid application of either brakes or rudder while the wheels are in contact with the ground. Novices tend to react violently (relatively) to off line motion. This is what causes the ground loop. Everyone talks about how flying the KR is more a thought about direction change than control stick movement. Guess what, the same is true on the ground. Do everything (rudder, brakes, and power) slow and avoid large, abrupt changes to avoid ground loops. There are little ole' grannies out there flying tail draggers because they are more efficient. Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Date: Tue, 24 Feb 2004 15:53:00 +0100 From: "Service Center Technik" To: KRnet Subject: Re: KR>Gauges Message-ID: <403B735C.18862.2582D0FB@localhost> Content-Type: text/plain; charset=ISO-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: Quoted-printable Precedence: list Message: 16 Sehr geehrte T-Online Kundin, sehr geehrter T-Online Kunde, Ihre Anfrage pr=FCfen wir schnellstm=F6glich und melden uns danach wieder = bei Ihnen. Mit freundlichen Gr=FC=DFen Ihr T-Online Service Center Technik PS: Viele Informationen rund um die M=F6glichkeiten von T-Online erhalten = Sie im Servicebereich unter http://www.t-online.de/service. Im Kundencenter unter http://www.t-online.= de/kundencenter k=F6nnen Sie online schnell und bequem den Tarif wechseln, Ihr Zugangskennwort =E4ndern, Ihre Rechnungsdaten einsehen und vieles mehr= . ------------------------------ Date: Tue, 24 Feb 2004 15:53:01 +0100 From: "Service Center Technik" To: Orma Robbins , KRnet Subject: Re: KR>First Flight Message-ID: <403B735D.19743.2582D2B1@localhost> Content-Type: text/plain; charset=ISO-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: Quoted-printable Precedence: list Message: 17 Sehr geehrte T-Online Kundin, sehr geehrter T-Online Kunde, Ihre Anfrage pr=FCfen wir schnellstm=F6glich und melden uns danach wieder = bei Ihnen. Mit freundlichen Gr=FC=DFen Ihr T-Online Service Center Technik PS: Viele Informationen rund um die M=F6glichkeiten von T-Online erhalten = Sie im Servicebereich unter http://www.t-online.de/service. Im Kundencenter unter http://www.t-online.= de/kundencenter k=F6nnen Sie online schnell und bequem den Tarif wechseln, Ihr Zugangskennwort =E4ndern, Ihre Rechnungsdaten einsehen und vieles mehr= . ------------------------------ Date: Tue, 24 Feb 2004 09:57:45 -0500 From: sean rooney To: krnet@mylist.net Subject: KR>Fuel line Message-ID: <000a01c3fae6$8f685f70$b1535643@srauto> Content-Type: text/plain; charset=iso-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: 7BIT Precedence: list Message: 18 Why not use plain automotive steel fuel line, it is strong and workable and available. Sean:) ------------------------------ Date: Tue, 24 Feb 2004 15:59:45 +0100 From: "Service Center Technik" To: KRnet Subject: Re: KR>Fuel line Message-ID: <403B74F1.9314.2588FDBB@localhost> Content-Type: text/plain; charset=ISO-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: Quoted-printable Precedence: list Message: 19 Sehr geehrte T-Online Kundin, sehr geehrter T-Online Kunde, Ihre Anfrage pr=FCfen wir schnellstm=F6glich und melden uns danach wieder = bei Ihnen. Mit freundlichen Gr=FC=DFen Ihr T-Online Service Center Technik PS: Viele Informationen rund um die M=F6glichkeiten von T-Online erhalten = Sie im Servicebereich unter http://www.t-online.de/service. Im Kundencenter unter http://www.t-online.= de/kundencenter k=F6nnen Sie online schnell und bequem den Tarif wechseln, Ihr Zugangskennwort =E4ndern, Ihre Rechnungsdaten einsehen und vieles mehr= . ------------------------------ Date: Tue, 24 Feb 2004 10:26:12 -0500 From: "Ron Freiberger" To: "KRnet" Subject: RE: KR>First flight for low time pilot (long) Message-ID: In-Reply-To: <8b.417b774.2d6a7313@aol.com> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 20 JS Monday said; This would still allow you to get the full elevator movement, and reduce the close in sensitivity that everyone seems to have problems with when starting to fly. Has anyone done this??? Just cut the stick of shorter. Seriously, if you want a sports car, don't expect it to be like a greyhound bus. Ron Freiberger mailto: rfreiberger@swfla.rr.com ------------------------------ Date: Tue, 24 Feb 2004 10:36:42 -0500 From: "Ron Freiberger" To: "KRnet" Subject: RE: KR>Fuse Facet Pump ? Message-ID: In-Reply-To: <011301c3f9a6$0b6101a0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 21 An important principle of wiring is to choose the fuse size based on the wire size. There was mention of a hot wire burning through to others, creating a chaos of disaster. ALWAYS fuse the circuit based on the size of wires in the circuit, not the characteristics of devices. Ron Freiberger mailto: rfreiberger@swfla.rr.com ------------------------------ Date: Tue, 24 Feb 2004 10:38:46 EST From: Raybeth321@wmconnect.com To: krnet@mylist.net Subject: Re: KR>Lowering the compression ratio is as EASY as buying twenty bucks worth... Message-ID: <15f.2c0ddc4f.2d6cca06@wmconnect.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 22 I agree with you, Dan. I bought a VW 1835. It wasn't what was reccommended for the KR2S, but it will work and give me many hours of flying---then I can up-date at a later date. By the way, I got the engine for a very good price. Right now I'm involved in building a canopy( quite a job) and I don't want to add any more new things to do. Ray Goree Arlington, Tx ------------------------------ Date: Tue, 24 Feb 2004 07:40:38 -0800 From: larry severson To: rfreiberger@swfla.rr.com, KRnet Subject: RE: KR>First flight for low time pilot (long) Message-ID: <5.2.1.1.0.20040224073348.02820ca0@pop-server.socal.rr.com> In-Reply-To: References: <8b.417b774.2d6a7313@aol.com> Content-Type: text/plain; charset="us-ascii"; format=flowed MIME-Version: 1.0 Precedence: list Message: 23 > Seriously, if you want a sports car, don't >expect it to be like a greyhound bus. > >Ron Freiberger In my previous post about ground looping and excessive over control, I mentioned novice problems. However, I have found that anyone can be a novice under the right conditions. Even though I have over 14,000 hours, I had not flown in 19 years when I came back to flying last year. It took me about 6 hours to get back my confidence and stop over controlling the plane. I knew that I could fly, but I was behind that SLOW Grumman trainer enough that I put in overly large inputs. Not dangerous, but certainly not acceptable. It reminded me again that a new piece of equipment makes one, maybe not a total beginner, but certainly one who needs to exercise caution. Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Date: Tue, 24 Feb 2004 11:44:37 -0500 From: "Ron Freiberger" To: "KRNET" Subject: KR>Windmilling ... Message-ID: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 24 The was an article in Flying LONG AGO , "I learned about flying from that..." about a guy who used to pull up into a stall to let his prop stop windmilling. After enjoying quiet flight for a while, he'd dive a bit to restart. On day, he did this in an aircraft with a not well worn engine, and he couldn't dive far enough/fast enough to restart. On my O-320, I couldn't restart either, but a touch of starter brought it up to cruise speed in an instant. Ron Freiberger mailto: rfreiberger@swfla.rr.com ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 321, Issue 2 *************************************