From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 138 Date: 4/6/2005 8:14:04 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: Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! (Barry Kruyssen) 2. Re: Crosswinds and tubulence (Orma) 3. RE: Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! (Wood, Sidney M.) 4. Re: Crosswinds (Brad Mallard) 5. Re: Crosswinds and tubulence (Jeff Scott) 6. Re: Crosswinds and tubulence (Orma) 7. Re: Crosswinds (joe) 8. Questions (Paul Chadbourne) 9. Mark Jones- elevator trim (Oscar Zuniga) 10. RE: Mark Jones- elevator trim (Mark Jones) 11. Re: Crosswinds (Orma) 12. RE: Crosswinds (Mark Jones) 13. Re: Crosswinds (Orma) 14. Crosswinds (Oscar Zuniga) 15. Round Runways (Ron Freiberger) 16. RE: Crosswinds (Jeff Scott) 17. Re: VW Crankshafts (Phillip Matheson) 18. CTC (Bill Sadler) 19. RE: Round Runways (Brian Kraut) 20. Re: wing loading and gross weight (kwiese) 21. Design specs Long Sorry (Colin & Bev Rainey) ---------------------------------------------------------------------- Message: 1 Date: Wed, 6 Apr 2005 13:39:54 +1000 From: "Barry Kruyssen" Subject: Re: KR> Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! To: "KRnet" Message-ID: <000201c53a74$87618620$1604070a@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" I recommend ziplock plastic bags for barf bag to clock away that odour. Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://www.users.bigpond.com/kr2/kr2.htm ----- Original Message ----- From: IFLYKRS@aol.com To: krnet@mylist.net Sent: Monday, April 04, 2005 1:08 PM Subject: KR> Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! Well, I just got in from having a new adventure in the life of N41768. A first for me as a pilot and for my plane. I just had my first passanger that has ever THROWN UP! Talk about an experience that I wasnt quite prepared for. One of my friends has a 15 year old daughter that was dying for an airplane ride - first time for her. So We hopped in - beautiful weather - CAVU ! Air was calm. Took off and flew over to my house where her folks were and we circled and buzzed the place a couple times and then headed over to her house - circled and took some photos. We leveled off about 1500 AGL and she then said "I think Im a little sick and might throw up" I sat there saying OH BOY and three second later came the spagetti. 95% on her and 5% on plane. Pretty good for me considering the odds and the size of a KR! We headed back to land - she said she was sorry about ten times - I said no problem - just unexpected (thank God for fresh air vents) Landed fine, went to the hanger and got her cleaned up. We hopped back in, and little fresher and lighter, took off and went up to 5000 feet - smooth and calm air and watched the sun go down - absolutely marvelous sunset! Came back and landed. She said it was the best day she ever had. Was never nervous or scared. Lesson learned : on new passengers - have them hold an OPEN barf bag ready for filling! Some passengers may not give you much advance warning. Lesson Two: Air fresheners N41768 "out" ------------------------------ Message: 2 Date: Wed, 6 Apr 2005 06:52:24 -0400 From: "Orma" Subject: Re: KR> Crosswinds and tubulence To: "KRnet" Message-ID: <002901c53a96$b819a140$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello John and Net "moderate turbulence below 12,000", The kind of wind that I was in yesterday did not include a warning for turbulence, and I would consider it mild. At times the plane was in a constant bounce and weathervane. The turn and bank was swinging from side to side non stop and ball was constantly rolling. Although the plane bouncing on the wind pockets, there was not the butt jarring hard jolts followed by the head banging on the canopy. I would not fly the KR in Moderate Turbulence. I feel that much jarring would test the spars and wing attach fittings more then I would like. The crosswind that caused me to abort the landing attempt yesterday, was such that I could not track the runway (narrow) or maintain a decent glide path. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 3 Date: Wed, 6 Apr 2005 08:00:02 -0400 From: "Wood, Sidney M." Subject: RE: KR> Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! To: "KRnet" Message-ID: Content-Type: text/plain; charset="iso-8859-1" Another lesson you have not quite learned: Aerobatic tolerance is a learned skill not usually attained on the first flight! You got to go easy on low timers. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD USA I recommend ziplock plastic bags for barf bag to clock away that odour. Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://www.users.bigpond.com/kr2/kr2.htm ----- Original Message ----- From: IFLYKRS@aol.com To: krnet@mylist.net Sent: Monday, April 04, 2005 1:08 PM Subject: KR> Just in from YYYYYEEEEEHHHAAAWWW----OOPPSS!! Well, I just got in from having a new adventure in the life of N41768. A first for me as a pilot and for my plane. I just had my first passanger that has ever THROWN UP! Talk about an experience that I wasnt quite prepared for. One of my friends has a 15 year old daughter that was dying for an airplane ride - first time for her. So We hopped in - beautiful weather - CAVU ! Air was calm. Took off and flew over to my house where her folks were and we circled and buzzed the place a couple times and then headed over to her house - circled and took some photos. We leveled off about 1500 AGL and she then said "I think Im a little sick and might throw up" I sat there saying OH BOY and three second later came the spagetti. 95% on her and 5% on plane. Pretty good for me considering the odds and the size of a KR! We headed back to land - she said she was sorry about ten times - I said no problem - just unexpected (thank God for fresh air vents) Landed fine, went to the hanger and got her cleaned up. We hopped back in, and little fresher and lighter, took off and went up to 5000 feet - smooth and calm air and watched the sun go down - absolutely marvelous sunset! Came back and landed. She said it was the best day she ever had. Was never nervous or scared. Lesson learned : on new passengers - have them hold an OPEN barf bag ready for filling! Some passengers may not give you much advance warning. Lesson Two: Air fresheners N41768 "out" ------------------------------ Message: 4 Date: Wed, 6 Apr 2005 08:20:36 -0500 From: "Brad Mallard" Subject: Re: KR> Crosswinds To: "KRnet" Message-ID: <00c401c53aab$6bfba640$3f02a8c0@centurytel.net> Content-Type: text/plain; charset=iso-8859-1 I am changing jobs, and I will no lnger be using this email address. Can you please take me off the list for the time being? Thanks Brad Mallard ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Tuesday, April 05, 2005 7:57 PM Subject: KR> Crosswinds I too went to the airport to fly >and all I did was to taxi to the pump, fill em up, and taxi back to the >hanger. My crosswinds were 90° across 12-15 gusting 18. I decided not >to chance it thanks to Orma's story. Mark Jones ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ GOOD DECISION - LOW TIME KR PILOT !!!! The most wind I've flown (landed) my KR in was approx 14 to 16 with gust in the low to mid 20's at maybe 30 to 40 degrees off runway heading. If I had a canvas seat instead of fiberglass, my "pucker power" would have made it available to wipe my nose !! A Bonanza landing behind me made a go-around because of the wind. My KR handled it but it sure takes the fun out of flying. Later in the day I was landing at another airport with a more direct crosswind and aborted the landing, flew to a nearby airport with a runway into the wind, and waited until evening when the wind settled to fly home. I would suggest at least 25 hours in your KR before testing higher crosswinds and then only if you are a 250+ hour pilot with considerable recent time. You can "ride out" landings in Cessnas and Pipers that you won't get away with in KR's. If you can't land in a crosswind while tracking straight down the runway, landing on one main wheel, and then roll out straight, get an instructor and go practice. That will certianly be less expensive than rebuilding your KR and having an incident or accident on your record. Larry Flesner _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html -- Internal Virus Database is out-of-date. Checked by AVG Anti-Virus. Version: 7.0.298 / Virus Database: 265.6.4 - Release Date: 12/22/04 -- Internal Virus Database is out-of-date. Checked by AVG Anti-Virus. Version: 7.0.298 / Virus Database: 265.6.4 - Release Date: 12/22/04 ------------------------------ Message: 5 Date: Wed, 6 Apr 2005 13:42:54 GMT From: "Jeff Scott" Subject: Re: KR> Crosswinds and tubulence To: krnet@mylist.net Message-ID: <20050406.064257.12622.224954@webmail24.lax.untd.com> Content-Type: text/plain Spring time in the Southwest mountains makes for some interesting flying. I guess you're looking for a comparison of the ride in a KR vs the ride through the same turbulance in your Skylane. Once you get past worrying about every glued joint in the plane, the KR does surprisingly well in turbulance. It has a tendancy to move around more in all three axis than a Skylane, but the ride isn't significantly worse. At cruise it tends to react more in pitch than anything else, but that might be credited to the small tail on mine. Others with the larger tail probably offer more stability. Since my forehead is so close to the canopy in my KR, banging my head on the canopy in turbulance is pretty common. Fortunately, my head is so close that it doesn't have much inertia when I hit the plexiglass. Further comments about the structural strength of my head will be unnecessary. ;o) At my home airport(LAM), the winds are typically blowing crossways to the canyons that parallel the runway which makes for severe up and downdrafts down final on a breezy day. The approach is usually much worse than the landing there. You just grit your teeth, try to keep the plane flying and headed towards the airport, then deal with the landing. It's a one way airport, so there are no go arounds. Once you're near the threshold, you are committed to land. I use a personal limit of 10 kt crosswind component as my comfort zone. I know I can do more with it, and have, but more than 10 kts can be challenging. I can't say that I've ever run out of aileron on landing, but have run out of rudder authority and have had to augment the steering with braking to keep it straightened out until I can get the tailwheel down. The challenging part seems to be the amount of time that the KR spends flying in ground effect while transitioning from flying to rolling. On a gusty day, that's when you get bit. The KRs with drag devices such as belly boards to help them speed up the transition from flight should have slightly better crosswind capability. -Jeff Scott Los Alamos, NM -- "John & Elaine Roffey" wrote: Just a general question to those who do fly their KRs in wind, after getting the standard briefing that goes along with the type of crosswinds we are currently discussing, usually "moderate turbulence below 12,000", what kind of ride are we talking about here. The question arises after flying a C182RG (heavy) out of Scottsdale AZ last week, the winds were 010 20/G25 using runway 3. Not a large factor for this plane. The briefing included the usual "mod turb below 12" and I wanted to see how that felt in AZ after having flown allot of it here in MI. The take off was not unusual at all but the ride was as rough as I have ever had in any airplane. I hit my head on the roof a couple of times. It was definitely a below maneuvering speed flight that day. The landing was 1.7 HR later and the wind died to 010 15/G20 and was not a factor. I might not do that in a KR. Anyone else? John Roffey Sometimes KR2S builder Fort Gratiot, MI ------------------------------ Message: 6 Date: Wed, 6 Apr 2005 10:20:59 -0400 From: "Orma" Subject: Re: KR> Crosswinds and tubulence To: "KRnet" Message-ID: <003a01c53ab3$dbbbc480$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Net It is not KR related, but I just heard that at the airport (KOZW)that I had difficulty landing and departing from, that an RV ground looped and flipped after I had departed. Orma ------------------------------ Message: 7 Date: Wed, 6 Apr 2005 09:20:15 -0700 From: "joe" Subject: Re: KR> Crosswinds To: "KRnet" Message-ID: <000f01c53ac4$85293b00$0a0110ac@o7p4e3> Content-Type: text/plain; charset="iso-8859-1" If you draw a line from the threshold corner of the runway opposite the crosswind to a corner opposite your touchdown point plus about 900 feet, you can add a few knots to your crosswind component. ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Tuesday, April 05, 2005 5:57 PM Subject: KR> Crosswinds I too went to the airport to fly >and all I did was to taxi to the pump, fill em up, and taxi back to the >hanger. My crosswinds were 90° across 12-15 gusting 18. I decided not >to chance it thanks to Orma's story. Mark Jones ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ GOOD DECISION - LOW TIME KR PILOT !!!! The most wind I've flown (landed) my KR in was approx 14 to 16 with gust in the low to mid 20's at maybe 30 to 40 degrees off runway heading. If I had a canvas seat instead of fiberglass, my "pucker power" would have made it available to wipe my nose !! A Bonanza landing behind me made a go-around because of the wind. My KR handled it but it sure takes the fun out of flying. Later in the day I was landing at another airport with a more direct crosswind and aborted the landing, flew to a nearby airport with a runway into the wind, and waited until evening when the wind settled to fly home. I would suggest at least 25 hours in your KR before testing higher crosswinds and then only if you are a 250+ hour pilot with considerable recent time. You can "ride out" landings in Cessnas and Pipers that you won't get away with in KR's. If you can't land in a crosswind while tracking straight down the runway, landing on one main wheel, and then roll out straight, get an instructor and go practice. That will certianly be less expensive than rebuilding your KR and having an incident or accident on your record. Larry Flesner _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: Wed, 6 Apr 2005 12:34:05 -0400 From: "Paul Chadbourne" Subject: KR> Questions To: "KRnet" Message-ID: <001b01c53ac6$72f82d90$02029ac0@paulspc> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Orma, I've only been on the net here a short time but you seem to stand out as a leading authority on the KR. I'm a first time builder and would like to build one of these planes. What are your thoughts on a first time builder tackling a project this size? What about engine selection? I'd like to try the corvair. Paul ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Tuesday, April 05, 2005 3:53 PM Subject: Re: KR> REALLY BAAAAD DAY!!! - Long > Steve thanks for extra info, I'll look forward to hearing what you > find inside the engine. > > Orma > > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > 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: 9 Date: Wed, 06 Apr 2005 12:32:07 -0500 From: "Oscar Zuniga" Subject: KR> Mark Jones- elevator trim To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Question for Mark J.- Knowing that Mark L. has allowed for some adjustment in his horizontal stab for nose up/down trim, what has your experience been with the flights you've made so far? You have a MAC trim or similar, right? Has it trimmed out pretty level? Trim setting at cruise anywhere near the center of travel? Ideally, you'd put a level on the top longeron where you leveled to do W&B and referenced wing incidence from, trim for level cruise at normal loading, and see how close it is to level. Alternatively, you'd do a low pass over a looonnng runway, level at cruise airspeed as you pass a photographer who would snap a picture as you passed by (before your pull-up to clear obstacles at the end of the runway), and review the picture to see how level the fuselage was. This would be more fun ;o) Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net ------------------------------ Message: 10 Date: Wed, 6 Apr 2005 12:44:53 -0500 From: Mark Jones Subject: RE: KR> Mark Jones- elevator trim To: 'KRnet' Message-ID: <26D1C67793459F43BF8DA235F92B1F3549D9A6@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" So far, five flights for a total of 4.1 hours, in level cruise, I have had to input only a slight amount of trim to keep it straight and level. Based on what I have measured so far after landing, the trim tab has never been more than 1/8" down which gives slight up elevator pressure. Remember too that I am flying at 2" aft of the forward CG limit. If my CG were to move back some, I most likely would have even less trim input. I never dreamed I would love flying a KR this much. It is simply a riot to fly. The new airfoil and tail feathers have got to be the single most improvement ever incorporated in the KR. Keep building guys, total exhilaration awaits you. Mark Jones (N886MJ....4.1 flight hours) Wales, WI -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Oscar Zuniga Sent: Wednesday, April 06, 2005 12:32 PM To: krnet@mylist.net Subject: KR> Mark Jones- elevator trim Question for Mark J.- Knowing that Mark L. has allowed for some adjustment in his horizontal stab for nose up/down trim, what has your experience been with the flights you've made so far? You have a MAC trim or similar, right? Has it trimmed out pretty level? Trim setting at cruise anywhere near the center of travel? Ideally, you'd put a level on the top longeron where you leveled to do W&B and referenced wing incidence from, trim for level cruise at normal loading, and see how close it is to level. Alternatively, you'd do a low pass over a looonnng runway, level at cruise airspeed as you pass a photographer who would snap a picture as you passed by (before your pull-up to clear obstacles at the end of the runway), and review the picture to see how level the fuselage was. This would be more fun ;o) Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: 11 Date: Wed, 6 Apr 2005 15:17:41 -0400 From: "Orma" Subject: Re: KR> Crosswinds To: "KRnet" Message-ID: <005701c53add$4ea9ee30$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Joe I'm sorry, I've read your lines three times and still don't understand what you are talking about. Perhaps more explanation is in order. The bottom line for me is to try an approach to an airport, if I don't feel perfectly comfortable attempting the landing, I'll go somewhere else. At 80 MPH slipping bumping doing all the other things it takes to land, I don't see how you could remember any of that . Perhaps I have it all wrong and this information is only to be used for takeoff. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 12 Date: Wed, 6 Apr 2005 14:29:16 -0500 From: Mark Jones Subject: RE: KR> Crosswinds To: 'KRnet' Message-ID: <26D1C67793459F43BF8DA235F92B1F3549D9AC@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" Orma, He is stating that if you land on the downwind edge of the runway and cross to the upwind edge by the time you stop, then you have changed your runway direction by a few degrees. Must be a pretty darn good pilot to do that!!! Wouldn't it be nice to have big round runways then we could always land directly into the wind. Mark Jones -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Orma Sent: Wednesday, April 06, 2005 2:18 PM To: KRnet Subject: Re: KR> Crosswinds Hello Joe I'm sorry, I've read your lines three times and still don't understand what you are talking about. Perhaps more explanation is in order. The bottom line for me is to try an approach to an airport, if I don't feel perfectly comfortable attempting the landing, I'll go somewhere else. At 80 MPH slipping bumping doing all the other things it takes to land, I don't see how you could remember any of that . Perhaps I have it all wrong and this information is only to be used for takeoff. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: 13 Date: Wed, 6 Apr 2005 15:41:00 -0400 From: "Orma" Subject: Re: KR> Crosswinds To: "KRnet" Message-ID: <007201c53ae0$901f8fc0$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Heck Mark the little airport that I was at yesterday didn't have more then 40' of width, and if you don't stay on the centerline, when the tail of the KR goes down and you loose forward visibility, you're in trouble. Mark send me your address so I can send the CD to you Orma ------------------------------ Message: 14 Date: Wed, 06 Apr 2005 14:41:46 -0500 From: "Oscar Zuniga" Subject: KR> Crosswinds To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed >Orma, He is stating that if you land on the downwind edge of the runway >and cross to the upwind edge by the time you stop, then you have >changed your runway direction by a few degrees. Exactly. Take, for example, the main runways at Laredo International, where I did most of my early training. Those are 150' wide. If you need (say, for example) 1000 ft. of runway for taking off or landing, the difference between a straight line down the runway centerline and a diagonal line corner-to-corner into the wind is a difference of about 9 degrees... and can be used to advantage. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net ------------------------------ Message: 15 Date: Wed, 6 Apr 2005 15:46:06 -0400 From: "Ron Freiberger" Subject: KR> Round Runways To: "'KRnet'" Message-ID: <000001c53ae1$49db5250$6400a8c0@Disorganized> Content-Type: text/plain; charset="iso-8859-1" Ron Freiberger mail to ronandmartha@earthlink.net  Mark Jones said; Wouldn't it be nice to have big round runways then we could always land directly into the wind. [Ron Freiberger] We have one at Converse, Indiana. It was built for the Navy at Bunker Hill NAS, Now Grissom AFB. This was for touch and go practice for beginning aviators. It's an 800 foot Octagon. For many years it was kind of abandoned, 'cause there was a drainage trough across the middle. It was wood, and had rotted out. The city of Converse repaired it, and it sometimes the site of Giant scale model airplane meets, with enough room for flying and all the campers. Drop in if you're that way. More facilities at Kokomo, which was a satellite base of BHNAS, now operated by the city. *00 feet is nice for most of us, when it's straight into the wind and easy approaches, Ron Freiberger mailto ronandmartha@earthlink.net _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 16 Date: Wed, 6 Apr 2005 20:01:28 GMT From: "Jeff Scott" Subject: RE: KR> Crosswinds To: krnet@mylist.net Message-ID: <20050406.130153.11522.230817@webmail29.lax.untd.com> Content-Type: text/plain I would get in a bunch more flying time with big round runways. I'm all for it. :o) -Jeff Scott -- Mark Jones wrote: Wouldn't it be nice to have big round runways then we could always land directly into the wind. Mark Jones ------------------------------ Message: 17 Date: Thu, 7 Apr 2005 08:28:12 +1000 From: "Phillip Matheson" Subject: Re: KR> VW Crankshafts To: "KRnet" Message-ID: <009e01c53af7$ebae02b0$8430ddcb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" Broken Cranks Has anyone had problems with VW cranks that are fitted with a gear reduction, or is it only the direct drive engines? Phillip Matheson matheson@dodo.com.au Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ See my KR Construction web page at http://mywebpage.netscape.com/FlyingKRPhil/VHPKR.html Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: Wed, 6 Apr 2005 16:30:21 -0700 From: "Bill Sadler" Subject: KR> CTC To: "KRnet" Message-ID: <000601c53b00$9a588b20$a18fd742@yourw04gtxld67> Content-Type: text/plain; charset="iso-8859-1" Does anyone have Richard Shirley email add., wanted to ask a few about his KR1 cowling and If he used a mould to make it also anyone out there has one for sale email me offline renosadler@charter.net Thamks everyone Bill S ------------------------------ Message: 19 Date: Wed, 6 Apr 2005 21:07:20 -0400 From: "Brian Kraut" Subject: RE: KR> Round Runways To: "KRnet" Message-ID: Content-Type: text/plain; charset="iso-8859-1" Neat idea. Start directly into the wind and go around the octogon to get croswind practice. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Ron Freiberger Sent: Wednesday, April 06, 2005 3:46 PM To: 'KRnet' Subject: KR> Round Runways Ron Freiberger mail to ronandmartha@earthlink.net  Mark Jones said; Wouldn't it be nice to have big round runways then we could always land directly into the wind. [Ron Freiberger] We have one at Converse, Indiana. It was built for the Navy at Bunker Hill NAS, Now Grissom AFB. This was for touch and go practice for beginning aviators. It's an 800 foot Octagon. For many years it was kind of abandoned, 'cause there was a drainage trough across the middle. It was wood, and had rotted out. The city of Converse repaired it, and it sometimes the site of Giant scale model airplane meets, with enough room for flying and all the campers. Drop in if you're that way. More facilities at Kokomo, which was a satellite base of BHNAS, now operated by the city. *00 feet is nice for most of us, when it's straight into the wind and easy approaches, Ron Freiberger mailto ronandmartha@earthlink.net _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp 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: Wed, 06 Apr 2005 20:24:04 -0600 From: kwiese Subject: Re: KR> wing loading and gross weight To: KRnet Message-ID: <425499C4.5010102@alltel.net> Content-Type: text/plain; charset=ISO-8859-1; format=flowed larry flesner wrote: > With the following information I am > > >>trying to calculate if I infact have an increased Gross Weight >>considering the increased wing span and increased HP? Keith and Brent >>Wiese >> >> >+++++++++++++++++++++++++++++++++++++++++++++++++++++++ > >I haven't seen a reply to your question so I'll throw out some >general observations. I'm sure someone will correct me if >I'm wrong. > >_First,_ if the aircraft has never been inspected and certified, you >can assign any gross weight you want as you are considered the builder. >. _ >Second,_ flying at your desired 1115 pounds with a 75 horse >engine will give you less than spectacular performance. > >Larry Flesner > > > > Thanks Larry for your input. I don,t trully quite understand how i can decide my own gross weight with my limmited engineering skills! However i do believe this airplane will fly and yes i understand from your point of view about the Dog in it. I spent 3 evenings reading thru the FAA acident investigations site and logged each incident. Seems wind gusts-5, pilot excess rotation-5, lack of fuel-5, bouncded landing-4, pilot low airspeed-6, weight and balance over gross-3, inedaquate flight experience-3, which most all led to a stall conditions and crash, show how sensitive this aircraft is. Granted their were two pages of other reasons but these seemed to repeat themselves. I have made many calls to Rand Robinson to get some confirmation on what my airplanes gross weight would be under normal flight engineering so when i have to face the ADR and review my records i have some legit answers.I missed their one returned call so no info their. It sure seems like the logical place to go. I seem to be well within my c/g limits and just don't want to crash when i get into some of the accident conditions listed above. I know this board is for opinions only. Where or who would have a documented way to calculate my request considering and assuming that this plane has been properly assembled? Refering to my post on 4/4/2005, The last 2 days of reading about crosswinds just makes me want to have the facts, even if the facts are not what i want to here. This is advertized as a two place aircraft. Ihave extra h/p and wing span, does this mean anything? Keith Wiese ------------------------------ Message: 21 Date: Wed, 6 Apr 2005 23:13:39 -0400 From: "Colin & Bev Rainey" Subject: KR> Design specs Long Sorry To: "KRnet" Message-ID: <005a01c53b1f$cbff7a70$9c402141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Keith The design specs are in the adds for the KR on their website, which clearly spell out a gross design weight of 1050 for the S model and I believe 980 for the KR2. Don't remember the KR1 specs. I believe Mark Langford's site also recaptures this information as well. I will try to make this clear. The KR is NO different than any other airplane: if you get it too slow, it stalls, period. My example with Diehl wing skins, and standard KR2 taildragger configuration gives plenty of warning prior to stalling, with all the buffeting and sloppy controls you expect from the old reliable trainers and such. It will also remind you that it does not like secondary stalls, those stalls entered while still recovering from the first stall, by showing its aggravation with MUCH larger responses, and slower recovery. I am not sure if Dana Overall has compared to his Bonanza, but I have compared the KR2 to a Mooney production airplane, and both the speeds and stalls, climbs etc... are very similar. None of them stall safely anywhere close to the ground, so the monitoring of airspeed throughout the pattern is very important. Getting slow in ANY plane in the pattern is dangerous and can be deadly, due to not having the altitude necessary to recover from the stalled condition prior to striking an obstruction or the ground. This is why several KR builders recommend taking your KR out for the first time and climbing to a safe altitude, say 3000' above your airport, and then getting to know your plane through slow flight and stalls, prior to making any approach to land. As with all light weight planes, the addition of weight requires more lift which can require more speed, so pattern speeds at gross weight will probably be higher than at solo half fuel weight. Recently a Bonanza from Louisiana was attempting to land after running out of fuel at Flying Baron Airpark just southwest of Leesburg City Airport. The pilot attempted to stretch the glide too far by using a speed better for solo flight than with 4 on board, as was his loading that day. They spun from about 200 to 300 feet up, just a 1/2 mile from the end of the runway, all on board lost. Respect for airspeed is not just for the KR. A better procedure than trying to land "crooked" on the runway, is one I got from AOPA Air Safety Foundation. Make your first approach with NO intention of landing to become familiar with the winds and how they change from approach into ground effect. Fly down the runway within a few feet, maybe 2 to 5 feet to get a feel for in ground effect, but leave sufficient power in for good control and climbout when nearing the other end. Then plan the next pattern to end up with the aircraft on the upwind side of the centerline, like you are trying to land as if the runway was only as wide as the space between the centerline, and the runway edge on the crosswind side. This allows for the accidental drifting of the plane in ground effect towards the downwind side, as you transition into ground effect and do the "rudder dance" with room to spare to the downwind edge of the runway. It is possible for the mains to be down, and the tail high, and still have the plane "skipping" towards that side due to the speed still being high enough to prevent full airplane weight from "planting" the mains. This is unsettling to say the least if you touchdown on the centerline, and then watch it skip to the wind side as the plane gets pushed away from it. Also remember that you should always add at LEAST half the gust factor/speed to your approach speed in winds, and limit flaps to lower settings if your style flaps make significant amounts of supplemental lift. Belly boards should not be effected since they probably make next to no lift and just drag. As a reference, I typically will reduce flaps by 10 degrees (depending on the plane) for every 5 knots over 10 knots in wind, regardless of direction. This will normally allow me to make the same pattern and approach with the wind, that I make on a calm day. With the KR2, I delay use of the belly board until close final so that the extra lift compensates for the wind. I also practice what I teach, which is a stabilized approach below 300' or simply no more crab, but wing low, opposite rudder on final. I do not teach nor practice the "kickout" method of landing in winds. Large planes, air carriers can do this easy, but I have found in small planes below say 6000# takeoff weight, it makes for far too much going on just above the runway. My opinion here, not intended to start a thread on the merits or problems with using a kickout. If it works for you, use it. Being consistent here in winds and ground effect is as valuable as technique, as long as it is a good technique based on sound procedures. FLY SAFE!! Colin & Beverly Rainey Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) www.eloan2004cr.com crainey@apexlending.com ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 138 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================