From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 216 Date: 5/30/2005 9:00:19 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: Ram Air systems (Phillip Matheson) 2. blow out (robert clark) 3. Power on approaches (Colin & Bev Rainey) 4. Re: Ram Air systems (Gary Sprunger) 5. Re: blow out (Orma) 6. Re: Power on approaches (Mark Jones) 7. Landings (blindate@seark.net) 8. Landings (Colin & Bev Rainey) 9. Differences (Colin & Bev Rainey) 10. Re: Ram Air systems (Randolph R. Clark) ---------------------------------------------------------------------- Message: 1 Date: Tue, 31 May 2005 08:53:20 +1000 From: "Phillip Matheson" Subject: Re: KR> Ram Air systems To: "KRnet" Message-ID: <005a01c5656a$60d09bb0$9331ddcb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" Mark J as discussing ram air, I was wondering if this really helps. and or does it effect your fuel mixture by making it to lean. Can this be used on a carb engine that does not have an adjustable mixture control, ? ( my engine will have twin Stromberg Carbs. 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: 2 Date: Mon, 30 May 2005 16:03:48 -0700 (PDT) From: robert clark Subject: KR> blow out To: krnet@mylist.net Message-ID: <20050530230349.9405.qmail@web51407.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Just a little more info on my tire blow out on landing. It was a lamb 6ply caring 30P.S.I. Tread looked good no wheather checking. Rupture was on the side wall. Its was a soft landing as allway-ya right! Gross weight900 --------------------------------- Do You Yahoo!? Yahoo! Small Business - Try our new Resources site! ------------------------------ Message: 3 Date: Mon, 30 May 2005 19:16:01 -0400 From: "Colin & Bev Rainey" Subject: KR> Power on approaches To: Message-ID: <012b01c5656d$8bbedff0$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Just a side note about approaches. For those advocates of power off approaches, think about this: the reason that power on approaches have become so popular is not what the big flight schools would have you believe, that they are teaching airline procedures. It is because the FAA did a study of engine failures, and found that those engines that failed most often were those that were asked to give full power after a long pattern at idle, where the engine was shock cooled, and then a go around was attempted. By simply reducing the engine to just above idle, say 1200 to 1500 rpms, the engine was allowed to maintain a more even temperature, and then go around could be accomplished without "surprising" the engine if you will. This is also why you should plan power descents, instead of gliding descents, to maintain a more even engine temp. When I was first being taught to fly back in 1979 and 1980 (wow that makes me feel old!) the approach was to teach total power off patterns and approaches in the Cessna's. Over the years that changed due to the information gathered I spoke of. There are many planes, some of which are Mooneys, Bonanzas, and KRs that are really designed for power on approaches and behave much better with a small power setting in the pattern. They can be flown otherwise, but you are working alot harder. "Food" for thought.... Colin KSFB ------------------------------ Message: 4 Date: Mon, 30 May 2005 17:19:03 -0600 From: "Gary Sprunger" Subject: Re: KR> Ram Air systems To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Phillip Matheson inquired about a ram air system. Phillip: I have flown Mooneys with the ram air system. In a M20F model once up out of the dirty air near the surface, you pull a knob and it sends air directly into the carburator. The problem is it is not screened or airfiltered. It is a direct flow, that starts with a wider opening to the air inlet in the nose, and narrows it down directly into the carb. You can actually feel and see the difference in air speed. They call it the "poor man's super charger." It is used on a 200hp Lycoming and claims it gives an extra 6 kts. I have been thinking about using the same principle on my KR2, using an Ellston carb, single, set up. Worth considering. Gary Sprunger, KBEH ------------------------------ Message: 5 Date: Mon, 30 May 2005 19:38:13 -0400 From: "Orma" Subject: Re: KR> blow out To: "KRnet" Message-ID: <019301c56570$a60dc530$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original So Bob, are saying that your landing was not so soft? Were you flying at a gross weight of 900 pounds, or is that the aircraft gross weight? Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 6 Date: Mon, 30 May 2005 18:47:14 -0500 From: "Mark Jones" Subject: Re: KR> Power on approaches To: "KRnet" Message-ID: <002c01c56571$e8487660$6401a8c0@markjones> Content-Type: text/plain; charset="iso-8859-1" I just returned from the airport with another hour under my belt. I did a power on approach: turned base at 100 with 1/2 speed brake, turned final reduced power to 90 mph and fully extended speed brake. I checked the vert speed and it showed a desent rate of 500 fpm, over the numbers at 80 pulled the power, rotated at appx 25 feet, held it just off the pavement slowly raising the nose till it set down at 60 mph smooth as a baby's butt. There were a lot of folks watching since there was an ultralight fly-ion going on. Sure was glad I greased that on in. YeeeeeeeeeeeHaaaaaaaaaaaaaaaaaaaaaaaaaaaa!!!! Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com ----- Original Message ----- From: "Colin & Bev Rainey" To: Sent: Monday, May 30, 2005 6:16 PM Subject: KR> Power on approaches > Just a side note about approaches. > > For those advocates of power off approaches, think about this: the > reason that power on approaches have become so popular is not what the big flight schools would have you believe, that they are teaching airline procedures. It is because the FAA did a study of engine failures, and found that those engines that failed most often were those that were asked to give full power after a long pattern at idle, where the engine was shock cooled, and then a go around was attempted. By simply reducing the engine to just above idle, say 1200 to 1500 rpms, the engine was allowed to maintain a more even temperature, and then go around could be accomplished without "surprising" the engine if you will. This is also why you should plan power descents, instead of gliding descents, to maintain a more even engine temp. > > When I was first being taught to fly back in 1979 and 1980 (wow that > makes me feel old!) the approach was to teach total power off patterns and approaches in the Cessna's. Over the years that changed due to the information gathered I spoke of. There are many planes, some of which are Mooneys, Bonanzas, and KRs that are really designed for power on approaches and behave much better with a small power setting in the pattern. They can be flown otherwise, but you are working alot harder. "Food" for thought.... > > Colin > KSFB > _______________________________________ > 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: 7 Date: Mon, 30 May 2005 21:06:38 -0500 (CDT) From: blindate@seark.net Subject: KR> Landings To: krnet@mylist.net Message-ID: <1158.66.138.162.91.1117505198.squirrel@www.seark.net> Content-Type: text/plain;charset=iso-8859-1 OK,Just a few thoughts.Jim gave the definative description of KR tecnique.But I noticed some are not sure.Using P-51 numbers and barndoor flaps works for Navy pilots on carrier landings.Remember this is a KR.If your looking at the end of the runway,your not in a taildragger.Keep it simple.Mine will slow fly at 40kias all day long.You can change the wing add a lot of stuff and it will still be at close to the same numbers regardless.Luv you guys.Tommy W ------------------------------ Message: 8 Date: Mon, 30 May 2005 22:51:33 -0400 From: "Colin & Bev Rainey" Subject: KR> Landings To: Message-ID: <002b01c5658b$a7cf08f0$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Ok Lets keep it simple. Each builder should pay attention to two things: how he takes off and what the speed is. If you cannot separate from the runway until just after 60 mph, then it stands to reason that you will not WHEEL land lower than that, and your landing attitude will be the same. And yes you will be looking at the end of the runway, or you WILL be looking at the grass someday. If you are attempting a 3 point landing, then do NOT lift the tail when taking off and note what speed the plane begins flying and stays up in ground effect and the sight picture there, and duplicate that when you come back down. These 2 points, landing with a wheel landing, and 3 point landing are EXACTLY the same as when taking off, because the exact same speed is acquired at each point and the same attitude is seen. The ONLY difference is what is happening next, acceleration or deceleration. I have never seen a P51 able to use numbers as slow as a KR, and all the latest KR crashes I have read about, including those on Mark Langford's website are where people have gotten them low and slow! You will not get the aircraft to land any where close to the slow flight except on a totally calm day and when you are holding power in until just before touchdown. This is because you are behind the power curve in MCA demo at altitude and to duplicate this on the ground while landing means carrying power all the way through the flare to just before touchdown. This takes a great deal of practice and is not for beginners. The lack of directional control, and lack of forward visibility makes it a best guess landing in its ideal circumstances. Tri-gear folks should see this attitude for just a moment right before touchdown. Draw a picture of take off and landing, and you will see what I am talking about and how the speeds should be the same since the same thing is going on in reverse. If take off is accomplished before this alot of time is spent in ground effect building the speed up because the aircraft cannot fly yet except in ground effect. This is the technique we teach for soft field takeoffs. Properly rotating and taking off, means to establish a climb attitude, and allow the airplane to separate when it is ready, NOT yank it airborne. This is probably why more pilots report such big differences between take off speeds and landings speeds. Colin KSFB ------------------------------ Message: 9 Date: Mon, 30 May 2005 23:01:03 -0400 From: "Colin & Bev Rainey" Subject: KR> Differences To: Message-ID: <003b01c5658c$fbd0f750$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" One other point: There are NO differences between taildraggers and tri-gear planes of the exact same model, except when wheel landing and tailup taking off the taildragger. If one is performing a 3 point with a taildragger, it is identical to the tri-gear boys until taxi time. The same holds true when taking off. Otherwise they are the same, and definitely once airborne they are the same. When performing the tail lift takeoff taildragger pilots have to deal with gyroscopic precession caused when lifting the tail that tri-gear pilots do not since their tail is already lifted. Both have to deal with torque while moving forward. Both then have to deal with precession at rotation and climbout along with P-factor and torque. In the air other than drag of the nose wheel is typically more than the tailwheel, there is no difference. Colin ------------------------------ Message: 10 Date: Mon, 30 May 2005 22:20:53 -0500 From: "Randolph R. Clark" Subject: Re: KR> Ram Air systems To: "KRnet" Message-ID: <003501c5658f$c0875330$c6aef53f@clarks> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original I am pretty much using ram air on my KR. I made a fiberglass entry from the front of my cowling that has what is called a pre-filter attached. My oil for 20 some hrs. stays fairly clean. I like most of what power improvement I get etc. but here is what I don't like. I run a super posa and I think because of cool rushing air, the slide is harder to operate. I have to jerk the handle to get it to go close to idle. Also because of a more ramming of air, I must close the throttle farther than without ram air and I am hardly allowing any opening at all at idle. My idle screw is all the way out to allow the slide to almost close completely. Maybe this is not the real problem. I would like any suggestions Randy Clark, Salina, Ks ----- Original Message ----- From: "Gary Sprunger" To: Sent: Monday, May 30, 2005 6:19 PM Subject: Re: KR> Ram Air systems > Phillip Matheson inquired about a ram air system. > > Phillip: I have flown Mooneys with the ram air system. In a M20F > model > once > up out of the dirty air near the surface, you pull a knob and it sends air > directly into the carburator. The problem is it is not screened or > airfiltered. It is a direct flow, that starts with a wider opening to the > air inlet in the nose, and narrows it down directly into the carb. You > can > actually feel and see the difference in air speed. They call it the "poor > man's super charger." It is used on a 200hp Lycoming and claims it gives > an > extra 6 kts. I have been thinking about using the same principle on my > KR2, > using an Ellston carb, single, set up. Worth considering. Gary Sprunger, > KBEH > > > > _______________________________________ > 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 > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 216 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================