From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 507 Date: 12/11/2005 5:48:47 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. hapi ignition (blindate@seark.net) 2. Re: Another Yuma flight (Dan Heath) 3. Re: LSA (Ed Janssen) 4. Re: Brakes and elevator hinges available (VIRGIL N SALISBURY) 5. Re: LSA (JAMES C FERRIS) 6. RE: LSA (Doug Rupert) 7. RE: Another Yuma flight (Doug Rupert) 8. RE: ELSA & LSA (Doug Rupert) 9. RE: LSA (Brian Kraut) 10. Re: ELSA & LSA (Ed Janssen) 11. Re: ELSA & LSA (Steve Bray) 12. Re: ELSA & LSA (Ron Smith) 13. smoke system (Oscar Zuniga) 14. smoke system (Larry&Sallie Flesner) 15. Re: smoke system (Mark Jones) 16. Re: smoke system (JAMES C FERRIS) 17. Need to evaluate a KR2 work in progress (tom@concentricenviro.com) 18. Training and the KR (Colin Rainey) 19. RE: smoke system (Ronald R.Eason) ---------------------------------------------------------------------- Message: 1 Date: Sun, 11 Dec 2005 01:13:20 -0600 (CST) From: blindate@seark.net Subject: KR> hapi ignition To: krnet@mylist.net Message-ID: <56569.205.208.227.30.1134285200.squirrel@www.seark.net> Content-Type: text/plain;charset=iso-8859-1 Hi guys,I worked on Noels KR2S,recently purchased from an original builder,today and decided to pass on a little bit of info.Seems that the timing on the electronic ignition was advancing in flight to the point it had to be turned off.After removing the unit from the engine and disassembling it,I found the disc with triggers was slipping on the shaft and resulted in advanced timing.Had to replace the ignition with a new GPACS ignition and test flight was good.It had me scratching my head for a while til I realized what was going on. Thanks Steve.Tommy W. ------------------------------ Message: 2 Date: Sun, 11 Dec 2005 06:49:31 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Another Yuma flight To: Message-ID: <439C124B.000005.02392@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Lee, Those are great pics. Those mountains look a little scary. I remember flying to the gathering last year in the 175. We went over the Smoky Mountains. It is scary to think of what you might go through if your engine quit somewhere among those mountains, with no flat spots. Keep the pics coming and fix that check list. Your main gear must be too far aft, what does your W&B show with full fuel? Do you have the retract? See N64KR at http://KRBuilder.org - Then click on the pics See you in Mt. Vernon - 2006 - KR Gathering There is a time for building and a time for FLYING and the time for building is OVER. Daniel R. Heath - Lexington, SC -------Original Message------- From: Lee Van Dyke Date: 12/10/05 22:31:32 To: KRnet Subject: KR> Another Yuma flight Netters, I have photos of another great flight to Yuma. With the ability to fly to Yuma, I don't mind Going to some work on a weekend. Again the flight over was uneventful, but the retur home well.... I have little tail wheel weight with a full tank so I have a 8 lb weight that hook on the tail by the tail wheel. Yes I don't have it on the check list and Yes I took off with an 8 lb weight on the tail of the plane. It flew great, a little sensitive on the elevator. By the time I figured it out I was over the dunes in CA. I went back to YUMA to look at the damage. Well not only was there no damage, the weight was still there. I removed it, placed it behind the seat and took off again. I flew back with no other issues. Just look at the photos http://vandyke5.com/Yuma.htm Lee Van Dyke Mesa AZ Lee@vandyke5.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: 3 Date: Sun, 11 Dec 2005 08:14:07 -0600 From: ejanssen@chipsnet.com (Ed Janssen) Subject: Re: KR> LSA To: , "KRnet" Message-ID: <003e01c5fe5d$283e6ac0$c000a8c0@dad> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: "Colin Rainey" To: Sent: Saturday, December 10, 2005 10:20 PM Subject: KR> LSA > Ed > You missed MY point when I stated that I am referring to an UNMODIFIED > KR is the same as a completed KR already certified. That is my point. If you build the KR2 or KR2S per the plans, you will NOT be able to conform to LSA, period. Colin, Well, I guess we won't know for sure until someone actually tries it. I didn't restrict my comments to just KR-2s and KR-2Ss. It would certainly be a real challenge for a KR-2 or KR-2S to built as such; but I WILL say, having owned and flown two different KR-1s, I DO know that a KR-1, at least, can be built per plans and equipped light enough (almost nobody does this anymore) to perform within LSA parameters. Now, whether the FAA will agree to certify it as an E-LSA, is the question. At the moment, not all FAA reps. are up to speed on the new ruling, so a builder has to be careful how and who you talk to until time works out most of the concerns . Ed ------------------------------ Message: 4 Date: Sun, 11 Dec 2005 09:09:17 -0500 From: VIRGIL N SALISBURY Subject: Re: KR> Brakes and elevator hinges available To: krnet@mylist.net Message-ID: <20051211.093757.2060.6.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii Still have them, Virg On Thu, 10 Nov 2005 17:48:54 -0800 (PST) PATTY GARMAN writes: > Hi Guys > > I have the brakes for the KR retracts tailwheel springs and the > elevator hinges for anyone that is interested please contact me off > the net > > Thanks Patti > > > --------------------------------- > Yahoo! FareChase - Search multiple travel sites in one click. > _______________________________________ > 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 > > Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 5 Date: Sun, 11 Dec 2005 09:39:07 -0500 From: JAMES C FERRIS Subject: Re: KR> LSA To: brokerpilot96ta@earthlink.net,krnet@mylist.net Message-ID: <20051211.093907.488.0.mijnil@juno.com> Content-Type: text/plain; charset=us-ascii Colin is absolutely right, there is no way to certify a LR-2 as a LSA, most of them that fly with two people are well over 1,000 lb. more like 1,200 lb and the oly way toget that to stall under 51 MPH is with a Fowler flap and maybe slats. I like the construction tecnique of the KR Ken developed a new way to build airplanes and many have copied it or modified it somewhat but it leaves you with a smooth service so that you can get a laminar boundary layer over much of the wing. With the 601 and the Sonex you have rivit heads sticking out all over the surface and they are turbulators like vortex generators. And no, I would not consider calling a modified configuration a KR , I would just use the construction technique. Jim On Sat, 10 Dec 2005 23:20:23 -0500 "Colin Rainey" writes: > Ed > You missed MY point when I stated that I am referring to an > UNMODIFIED KR is the same as a completed KR already certified. That > is my point. If you build the KR2 or KR2S per the plans, you will > NOT be able to conform to LSA, period. There is too many examples > and too much information available about this design to say mine > will with no changes. > > Changing the design as suggested by Jim Ferris will probably result > in one that does conform, but then it is not a KR2 or KR2S, but some > other derivative (hey you get to name it). Based on my research > prior to owning one, and after owning one, I am convinced that these > changes would be absolutely necessary. Built to plans, you will be > in Experimental Category only, not LSA. > > I don't want to discourage anyone from building what you want, as we > all customize our KR's to our needs and wants, but rather to temper > the excited pendulum swing of growth in General Aviation with wisdom > of dealing with the FAA. As Brian pointed out, they tend to be more > strict in the application of the Regs then most realize when > interpreting them. > > > Colin Rainey > brokerpilot96ta@earthlink.net > EarthLink Revolves Around You. _______________________________________ > 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: 6 Date: Sun, 11 Dec 2005 11:53:30 -0500 From: "Doug Rupert" Subject: RE: KR> LSA To: "'KRnet'" Message-ID: <001701c5fe73$6d4c7ab0$0504e440@office> Content-Type: text/plain; charset="windows-1250" Ed I don't believe anyone is saying that it can't be done, FAA exempted (depending on the inspector). I've heard a lot of why's but this is however an experimental class of aircraft so anything is possible in theory. A complete redesign would be in order though since the wings would have to be longer and this would require a stronger spar. The AS5048 airfoil would solve the spar issue BUT that airfoil was designed to extract the utmost performance from the KR so who knows until it's completed and test flights begin whether or not it would fall within the FAA parameters (depending of course you could find a friendly examiner with an open mind) You'd probably have to use a smaller engine than those being currently used by most KR builder and drivers. Could be one hell of an expensive experiment when finished. Good luck Doug Rupert -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.362 / Virus Database: 267.13.13/197 - Release Date: 12/9/2005 ------------------------------ Message: 7 Date: Sun, 11 Dec 2005 11:53:29 -0500 From: "Doug Rupert" Subject: RE: KR> Another Yuma flight To: "'KRnet'" Message-ID: <001601c5fe73$6c768d10$0504e440@office> Content-Type: text/plain; charset="windows-1250" A small hint from the great white north Dan. We have endless forests up here in the east as well as BIG mountains in the west. Now the following results in the plane being a write off but 9 times out of 10 the pilot walks away. Just start your approach as you normally would in any forced landing, shut off all fuel and electrical and flare just above tree top level and let her settle in tail first. Now water on the other hand scares me to death as the fixed gear always results in an inverted position. Something to think about when designing the canopy. Emergency canopy release that allows you to get it off when all that pressure is on the outside. I know, break the canopy but how long can you hold your breath. This is one of the very few objections I have to the tilt and gull-wing designs. Doug Rupert Those mountains look a little scary. I remember flying to the gathering last year in the 175. We went over the Smoky Mountains. It is scary to think of what you might go through if your engine quit somewhere among those mountains, with no flat spots. Daniel R. Heath - Lexington, SC -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.362 / Virus Database: 267.13.13/197 - Release Date: 12/9/2005 ------------------------------ Message: 8 Date: Sun, 11 Dec 2005 11:53:30 -0500 From: "Doug Rupert" Subject: RE: KR> ELSA & LSA To: "'KRnet'" Message-ID: <001801c5fe73$6e0d0b90$0504e440@office> Content-Type: text/plain; charset="windows-1250" Steve all your statement rings true but I read somewhere a while back where a retired airline pilot had lost his medical and while waiting for re-certification (medical problems to subside) he built a Europa motor-glider to circumvent the regs. In this particular case I would say go for it BUT in all other cases I would have to say that a gun is quicker and a hell of a lot cheaper if you want to commit suicide. This design is definitely not for the faint of heart or a non pilot. Several builders have now refined the original design to where they are able to fly hands off at cruise and are rock steady in most flight maneuvers BUT this was with mucho time and effort and a lot of changes to the design laid out in the plans. Doug Rupert If you want to fly a KR get a PPL. If you have medical problems that is one thing but if you just don't want to go to the trouble to get a PPL you may not be a KR pilot. These are NOT ultralites. Steve Bray Jackson, Tennessee -- No virus found in this outgoing message. Checked by AVG Free Edition. Version: 7.1.362 / Virus Database: 267.13.13/197 - Release Date: 12/9/2005 ------------------------------ Message: 9 Date: Sun, 11 Dec 2005 12:05:44 -0500 From: "Brian Kraut" Subject: RE: KR> LSA To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" People keep bringing up flaps, but it makes no difference. The LSA required stall speed is with no flaps. Still should be no problem getting there with a light KR with a bigger wing. Personally, I would make a Hershey bar wing if I really had to have an LSA KR. Brian Kraut Engineering Alternatives, Inc. www.engalt.com ------------------------------ Message: 10 Date: Sun, 11 Dec 2005 13:03:25 -0600 From: ejanssen@chipsnet.com (Ed Janssen) Subject: Re: KR> ELSA & LSA To: "KRnet" Message-ID: <004f01c5fe85$90c0b120$c000a8c0@dad> Content-Type: text/plain; charset="iso-8859-1" Steve, Besides getting the "fat" ultralights registered and certified, and then pushing their pilots to become more knowledgeable and skillful pilots, the important advantage of the Sport Pilot rating for those who have or have had medical problems, is to be able to continue to fly without taking several thousand dollars of medical tests every year to prove their physical condition for flying. I disagree on your other point though. Saying a plane is "high performance" is relative and needs a definition. Getting a PPL certainly doesn't automatically ensure your flying success with any aircraft. I believe the KR is NOT "too hot to handle" for the average pilot and shouldn't be for the properly trained Sport Pilot. I hope no one would shy away from a KR thinking it is a "high" performance airplane that takes extra-sharp flying skills and lots of flying experience. Flying a KR IS different (but certainly not more difficult) than driving a Piper Cherokee around, if you have a tailwheel endorsement for those KRs having the nosewheel on the wrong end. I can attest to that. A KR driver would have similar experience (maybe even have a little more difficult time) hopping in an ultra-light type aircraft and flying for the first time. Didn't Ken Rand have only a couple hundred hours before the first flight in his KR-1 prototype? Ed Ed Janssen mailto:ejanssen@chipsnet.com ----- Original Message ----- From: "Steve Bray" > If you want to fly a KR get a PPL. If you have medical problems that > is one > thing but if you just don't want to go to the trouble to get a PPL you > may not be a KR pilot. These are NOT ultralites. If you don't have > what it takes to get a PPL you do not need to set your butt in one of > these. This IS a high performance aircraft ! Things happen fast and if > your to slow for a PPL you are to slow for a KR. Sometimes the truth > hurts, deal with it. > > Steve Bray > Jackson, Tennessee ------------------------------ Message: 11 Date: Sun, 11 Dec 2005 14:23:48 -0600 From: "Steve Bray" Subject: Re: KR> ELSA & LSA To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Hello Ed What I think and these are my ideas only, is that the reaction time on a KR, Soneria and Cassett are required to be so much quicker and much more precise than on any Piper or Cessna I've flown. The margin for error is reduced. They are not as forgiveing as most aircraft. Small overcorrections become big problems, quick. Quick, thats the word, things just happen quicker. I don't mean to say a sportspilot is not good enough to fly one but there is a reason it takes extra instruction to fly a complex/high proformance aircraft. Every one I know that is intrested in a sportspilot ticket is a better/more experanced pilot than I am. I'm not trying to steer anyone away from the KR, I'm trying to keep a 16 year old out of a Corvette. The year I turned 16 and got my drivers license you could go down to the dealer and buy 400 horsepower cars for $2500. Some of my friends did and some of them never saw 17. This is a little off airplanes but I hope you understand what I'm trying to get across. No one is trying to talk you out of building an airplane to meet the requirments, they are telling you there may be easier ways to go about it. Slowing a KR down would be like putting a block under the gas peddle of a Corvette. Why pay for the great handleing if you can only drive 55? Ed, build what you want to and we will help you any way we can. The KR may be the right place to start but when your finished you will need to call it an ED-2. Good luck on your endeavor. Steve Bray Jackson, Tennessee >From: ejanssen@chipsnet.com (Ed Janssen) >Reply-To: KRnet >To: "KRnet" >Subject: Re: KR> ELSA & LSA >Date: Sun, 11 Dec 2005 13:03:25 -0600 > >Steve, > >Besides getting the "fat" ultralights registered and certified, and >then pushing their pilots to become more knowledgeable and skillful >pilots, the important advantage of the Sport Pilot rating for those >who have or have had medical problems, is to be able to continue to fly >without taking several thousand dollars of medical tests every year to >prove their physical condition for flying. > >I disagree on your other point though. Saying a plane is "high >performance" is relative and needs a definition. Getting a PPL >certainly doesn't automatically ensure your flying success with any >aircraft. I believe the KR is NOT "too hot to handle" for the average >pilot and shouldn't be for the properly trained Sport Pilot. I hope no >one would shy away from a KR thinking it is a "high" performance >airplane that takes extra-sharp flying skills and lots of flying >experience. Flying a KR IS different (but certainly not more >difficult) than driving a Piper Cherokee around, if you have a >tailwheel endorsement for those KRs having the nosewheel on the wrong >end. I can attest to that. A KR driver would have similar experience >(maybe even have a little more difficult time) hopping in an >ultra-light type aircraft and flying for the first time. Didn't Ken >Rand have only a couple hundred hours before the first flight in his >KR-1 prototype? > >Ed > >Ed Janssen >mailto:ejanssen@chipsnet.com > >----- Original Message ----- > >From: "Steve Bray" > > > If you want to fly a KR get a PPL. If you have medical problems that > > is >one > > thing but if you just don't want to go to the trouble to get a PPL > > you >may > > not be a KR pilot. These are NOT ultralites. > > If you don't have what it takes to get a PPL you do not need to set > > your butt in one of these. This IS a high performance aircraft ! > > Things happen fast and if your to slow for a PPL you are to slow for > > a >KR. > > Sometimes the truth hurts, deal with it. > > > > Steve Bray > > Jackson, Tennessee > > >_______________________________________ >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: 12 Date: Sun, 11 Dec 2005 12:31:32 -0800 (PST) From: Ron Smith Subject: Re: KR> ELSA & LSA To: KRnet Message-ID: <20051211203132.16828.qmail@web81702.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Ed Janssen wrote: Steve, Besides getting the "fat" ultralights registered and certified, and then pushing their pilots to become more knowledgeable and skillful pilots, the important advantage of the Sport Pilot rating for those who have or have had medical problems, is to be able to continue to fly without taking several thousand dollars of medical tests every year to prove their physical condition for flying. I disagree on your other point though. Saying a plane is "high performance" is relative and needs a definition. Getting a PPL certainly doesn't automatically ensure your flying success with any aircraft. I believe the KR is NOT "too hot to handle" for the average pilot and shouldn't be for the properly trained Sport Pilot. I hope no one would shy away from a KR thinking it is a "high" performance airplane that takes extra-sharp flying skills and lots of flying experience. Flying a KR IS different (but certainly not more difficult) than driving a Piper Cherokee around, if you have a tailwheel endorsement for those KRs having the nosewheel on the wrong end. I can attest to that. A KR driver would have similar experience (maybe even have a little more difficult time) hopping in an ultra-light type aircraft and flying for the first time. Didn't Ken Rand have only a couple hundred hours before the first flight in his KR-1 prototype? Ed Ed Janssen mailto:ejanssen@chipsnet.com Ron Smith writes, Right. A Kr will slow down if you pull back the throttle, and raise the nose, right? Or am I building the wrong plane? I only have 25 hours as a student, in 152's. I'm sure I could handle it. One of the reasons I'm building the KR is that I want to train in my own plane. I plan to get my ticket just before I complete the project so that I can fly off the 40 hours. I have not found flying to be difficult, at least not the physicalities of it. What I have found more challenging is the radios and airspace. Ron Smith Kr2ssxl Cypress Ca U.S.A. mercedesmann@yahoo.com http://ronsmith.myphotoalbum.com/albums.php --------------------------------- Yahoo! Shopping Find Great Deals on Holiday Gifts at Yahoo! Shopping ------------------------------ Message: 13 Date: Sun, 11 Dec 2005 14:37:53 -0600 From: "Oscar Zuniga" Subject: KR> smoke system To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Larry (and other potential smokers)- there are several systems being used by Pietenpol builders/flyers for a simple smoke system. The very simplest, ala Mike Cuy, features your standard Wal-Mart garden sprayer with pump handle. Mike ran the output from his pump-up sprayer to a boss welded on to the aftmost, starboard site exhaust stub of his A-65 and drilled two small holes into the pipe for the oil to trickle into the exhaust. Details available... email me off the net. Another common setup, not used by many Pietenpolers because it requires 12VDC, is the windshield washer pump and reservoir off any junked car. Similar setup for the exhaust stub dribbler. One guy has "injectors" to all four exhaust stubs out of his engine, but that uses the smoke oil up quicker and it's really overkill. Obviously, the windshield washer setup is very simple... especially if you have an unused pickle switch or coolie switch on your stick grip. Otherwise, just install any sort of pushbutton or momentary-contact switch to energize the smoke. I am home-brewing my own smoke system using an aftermarket oil filler neck/cap from a VW, and two discarded propane cylinders from home-type propane torches. One cylinder will have the valve stem from an old inner tube brazed to it, allowing it to be pressurized with air using an air compressor, to provide the motive force for the oil, which is in the second cylinder. The two are piped together. No electric power is required with this setup. This idea came from the very simple and effective smoke system that Leonard Milholland designed for use on his "Legal Eagle" ultralight, which system was written up in EAA Experimenter a few years back. Leonard even uses the standard propane valve and part of the propane torch nozzle on his setup, with the cylinder mounted upside-down to one of the fuselage framing tubes with hose clamps and a line fitted to what used to be the propane torch tip. He pressurizes the partially-oil-filled cylinder before takeoff. Obviously, this type of setup holds very little oil and is only good for short runs. You can use different types of mineral oils to make smoke, including the standard "Canopus oil", which is used by most airshow performers and was developed for use as a form release agent for concrete construction forms. You can also use baby oil and other oils... there's a whole bunch of good information out there on oils to use (Google will help you find them; search for 'smoke oil' or 'airshow smoke' or similar). It's a little sensitive as to where and how you make a smoke run, given the post-9/11 paranoia these days. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net ------------------------------ Message: 14 Date: Sun, 11 Dec 2005 16:16:08 -0600 From: Larry&Sallie Flesner Subject: KR> smoke system To: KRnet Message-ID: <6.2.5.6.0.20051211155444.0353ac00@verizon.net> Content-Type: text/plain; charset=us-ascii; format=flowed At 02:37 PM 12/11/2005, you wrote: >Larry (and other potential smokers)- there are several systems being >used by Pietenpol builders/flyers for a simple smoke system. Oscar >Zuniga +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ The system I plan to install uses several components I already have. I have a primer solenoid that I'm no longer using (since my carb fire) and a facet 3-5 pound fuel pump. I have a momentary primer switch on my panel that I'll swap out with a "push on - push off" switch. Having no header tank, I have a spot behind the panel that the battery used before I moved it to the firewall. The support and battery box is still there. I plan to install a three or four quart oil tank in that spot, hook the fuel pump to that, control the output with the solenoid and inject the oil into one or both exhaust stack near their exits. I'll use some kind of small orfus to restrict the flow. The good part is that there are two 55 gallon drums of smoke oil in the back of the hangar where I work and a mechanic that has installed smoke systems on other aircraft to help me. He suggest to inject the smoke near the exhaust exits for maximum effect and so the oil doesn't just burn away when injected too early into the system. It should be a good project for these winter months when the weather isn't fit for flying. I'll even have a heated hanger to work in. The tough decision will be do I spend the time installing the smoke or removing the wing for repaint and / or applying the vinyl trim that I've had for six months to finish the fuselage. I can't seem to force myself to quit flying long enough to finish the bird. Larry Flesner ------------------------------ Message: 15 Date: Sun, 11 Dec 2005 17:25:11 -0600 From: "Mark Jones" Subject: Re: KR> smoke system To: "KRnet" Message-ID: <00b701c5feaa$222b84e0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: "Larry&Sallie Flesner" >... months to finish the fuselage. I can't seem to force myself to >quit flying long enough to finish the bird. Larry, that is a tough decision. I started removing my wings a couple of weeks ago and just completed the removal today. Sad thing is that if it was still flight ready, today would have been a good for flying since the temps here reached 25°F (first time in over a week) and the skies were VFR. Oh well, hopefully next weekend I will be able to trailer the fuselage home so that I can begin my winter workout on her and get the paint done. I am going to leave the wings in the hanger while I work on the fuselage. I hate to pay hanger rent and not have anything in there to show for it. After I finish the fuselage, it goes back to the hanger and then the wings come home for their workout and paint. We have 8" of snow on the ground right now. Last year this time we had no snow accumulation and were wondering if we would have a white Christmas. I have been trying to talk my wife into moving back down south but I do not seem to be making any progress there either. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my NEW KR-2S CorvAIRCRAFT web site at www.flykr2s.com ------------------------------ Message: 16 Date: Sun, 11 Dec 2005 18:31:04 -0500 From: JAMES C FERRIS Subject: Re: KR> smoke system To: krnet@mylist.net Message-ID: <20051211.183104.2016.0.mijnil@juno.com> Content-Type: text/plain; charset=iso-8859-1 Man I feel for you , my uniform for the last ten months has been t-shirt and swimming trunks, thats all I ever wear, I 'm in Sanford Florida,but its gona get cold tonight they are forcasting 48 degrees. Jim On Sun, 11 Dec 2005 17:25:11 -0600 "Mark Jones" writes: > ----- Original Message ----- > From: "Larry&Sallie Flesner" > >... months to finish the fuselage. I can't seem to force myself to > >quit flying long enough to finish the bird. > > Larry, that is a tough decision. I started removing my wings a > couple of > weeks ago and just completed the removal today. Sad thing is that if > it was > still flight ready, today would have been a good for flying since > the temps > here reached 25°F (first time in over a week) and the skies were > VFR. Oh > well, hopefully next weekend I will be able to trailer the fuselage > home so > that I can begin my winter workout on her and get the paint done. I > am going > to leave the wings in the hanger while I work on the fuselage. I > hate to pay > hanger rent and not have anything in there to show for it. After I > finish > the fuselage, it goes back to the hanger and then the wings come > home for > their workout and paint. We have 8" of snow on the ground right now. > Last > year this time we had no snow accumulation and were wondering if we > would > have a white Christmas. I have been trying to talk my wife into > moving back > down south but I do not seem to be making any progress there > either. > > Mark Jones (N886MJ) > Wales, WI USA > E-mail me at flykr2s@wi.rr.com > Visit my NEW > KR-2S CorvAIRCRAFT web site at www.flykr2s.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: 17 Date: Sun, 11 Dec 2005 18:38:40 -0500 From: "" Subject: KR> Need to evaluate a KR2 work in progress To: krnet@mylist.net Message-ID: Content-Type: text/plain Hey folks - Am about to buy a KR2 project and want some advice on determining the quality of construction. Have used the search engine but not getting my specific questions answered. 25 years ago I brought a KR2 through boat stage but didn't complete it. I know how to examine the wood work but what about the foam work? How do you put an incedence meter on the wings to check washout? What should the Wings or Fuselage weigh? Etc., etc., etc. Am an A & P mechanic so I have the basic skills but no knowledge of the specific workings you folks have. Thank You Tom Bovington ------------------------------ Message: 18 Date: Sun, 11 Dec 2005 20:36:05 -0500 From: "Colin Rainey" Subject: KR> Training and the KR To: krnet@mylist.net Message-ID: <410-22005121121365663@earthlink.net> Content-Type: text/plain; charset=US-ASCII Ron A couple of problems with what you just stated. First, you cannot have passengers while testing in Phase I for the 40 hours. That shoots down dual anything, sorry. Second, you cannot perform ANY form of commercial operations in an Experimental Category Aircraft, including flight instruction, except for transition training for a rated pilot, meaning you would have to have your ticket already, and the CFI would have to be able to give instruction in that aircraft, which means he would have acquired 5 hours in type to teach in it (transition training into your KR would require 5 hours in yours or one like it). Thirdly, ask Mark Langford and Joe Horton about those hard landings, and how many more there would have been if they had done their primary training in their KR. I had no problem, but I have been flying since I was 12, soloed first when I was 16, and I am 42 now, and bought my KR2 when I was 40. I agree with Steve Bray as to the approach to the KR. They are not to be feared, BUT they ARE to be respected! They can be docile and easily managed if well built, and a competent, alert pilot is flying them. But, if he goes to sleep/day dreams, or is having an "off day" he may be trailering it back home for some repairs. The window of performance is wide, but the edges are like cliffs, playing to close without a "safety line" can be very dangerous. Lack of this respect can be read about on Mark L's site from NTSB reports about crashes with the KR. Too many have tried to fly their KR like a spam can Cessna and have regretted it. KR's do NOT tolerate being behind the power curve, and will give you an ugly reminder if you forget! Steve is correct, which is why my earlier post recommended some time in a Mooney or Beechcraft that is certified "high performance". It is time that is irreplaceable if there is such a word, for its experience. Happy flying... Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. ------------------------------ Message: 19 Date: Sun, 11 Dec 2005 19:47:52 -0600 From: "Ronald R.Eason" Subject: RE: KR> smoke system To: "'KRnet'" Message-ID: <000c01c5febe$11389790$6601a8c0@CADENGINEERING> Content-Type: text/plain; charset="us-ascii" The Dawn Patrol guys are using windshield wiper pumps, pumping concrete form oil for smoke into the exhaust. Ronald R. Eason Sr. President / CEO Ph: 816-468-4091 Fax: 816-468-5465 http://www.jrl-engineering.com Our Attitude Makes The Difference! -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Oscar Zuniga Sent: Sunday, December 11, 2005 2:38 PM To: krnet@mylist.net Subject: KR> smoke system Larry (and other potential smokers)- there are several systems being used by Pietenpol builders/flyers for a simple smoke system. The very simplest, ala Mike Cuy, features your standard Wal-Mart garden sprayer with pump handle. Mike ran the output from his pump-up sprayer to a boss welded on to the aftmost, starboard site exhaust stub of his A-65 and drilled two small holes into the pipe for the oil to trickle into the exhaust. Details available... email me off the net. Another common setup, not used by many Pietenpolers because it requires 12VDC, is the windshield washer pump and reservoir off any junked car. Similar setup for the exhaust stub dribbler. One guy has "injectors" to all four exhaust stubs out of his engine, but that uses the smoke oil up quicker and it's really overkill. Obviously, the windshield washer setup is very simple... especially if you have an unused pickle switch or coolie switch on your stick grip. Otherwise, just install any sort of pushbutton or momentary-contact switch to energize the smoke. I am home-brewing my own smoke system using an aftermarket oil filler neck/cap from a VW, and two discarded propane cylinders from home-type propane torches. One cylinder will have the valve stem from an old inner tube brazed to it, allowing it to be pressurized with air using an air compressor, to provide the motive force for the oil, which is in the second cylinder. The two are piped together. No electric power is required with this setup. This idea came from the very simple and effective smoke system that Leonard Milholland designed for use on his "Legal Eagle" ultralight, which system was written up in EAA Experimenter a few years back. Leonard even uses the standard propane valve and part of the propane torch nozzle on his setup, with the cylinder mounted upside-down to one of the fuselage framing tubes with hose clamps and a line fitted to what used to be the propane torch tip. He pressurizes the partially-oil-filled cylinder before takeoff. Obviously, this type of setup holds very little oil and is only good for short runs. You can use different types of mineral oils to make smoke, including the standard "Canopus oil", which is used by most airshow performers and was developed for use as a form release agent for concrete construction forms. You can also use baby oil and other oils... there's a whole bunch of good information out there on oils to use (Google will help you find them; search for 'smoke oil' or 'airshow smoke' or similar). It's a little sensitive as to where and how you make a smoke run, given the post-9/11 paranoia these days. 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 ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 507 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================