From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 65 Date: 2/10/2005 5:02:01 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: aircraft have been flown to the published limits (Stephen Jacobs) 2. Re: VE resin (Glasseyegav) 3. RE: aircraft have been flown to the published limits (Doug Rupert) 4. RE: VE resin (Doug Rupert) 5. RE: VE resin (Doug Rupert) 6. The KR HAS been flown to, and beyond the published limits (Dan Heath) 7. RE: aircraft have been flown to the published limits (Dan Heath) 8. Re: To laminate or not ... (Donald Reid) 9. Update alittle long (Colin & Bev Rainey) 10. RE: Rustoleum (Dana Overall) 11. Re: Update alittle long (Orma) 12. Is there something wrong with the aileron bellcrank assembly? (Serge VIDAL) 13. Horizontal Stabilizer Tips (Steven Phillabaum) 14. Re: Non-zero spar loads was Question on bent spars (Orma) 15. R?f. : Re: KR> Non-zero spar loads was Question on bent spars (Serge VIDAL) 16. Re: Horizontal Stabilizer Tips (Steve Eberhart) 17. weak link (Jack Cooper) 18. RE: aircraft have been flown to the published limits (Ron Freiberger) 19. RE: Update alittle long (Ron Freiberger) 20. RE: Horizontal Stabilizer Tips (Ron Freiberger) 21. Re: question about airfoils ?? (patrusso) 22. RE: Thimbles or bushings? (Ron Freiberger) 23. (no subject) (Ron Freiberger) 24. (no subject) (rparker) 25. Non-zero spar loads was Question on bent spars (Kevin Jarvis) ---------------------------------------------------------------------- Message: 1 Date: Thu, 10 Feb 2005 07:19:06 +0200 From: "Stephen Jacobs" Subject: RE: KR> aircraft have been flown to the published limits To: "'KRnet'" Message-ID: <000001c50f30$0f2336a0$8f64a8c0@stephen> Content-Type: text/plain; charset="us-ascii" I've seen him fly well over 1300 pounds (and heard of 1400 lbs), AND register 6g's on his g-meter, all in the same flight. +++++++++++++++++ Do we know if he built a stock spar? RAF 48 I presume? Steve J ------------------------------ Message: 2 Date: Thu, 10 Feb 2005 16:15:49 +1000 From: "Glasseyegav" Subject: Re: KR> VE resin To: "KRnet" Message-ID: <000901c50f37$f74a8080$0100000a@vic.bigpond.net.au> Content-Type: text/plain; charset="iso-8859-1" Oh!! and nobody has mentioned the use of tissue for the final layer of the fuel tank construction. That's two layers if bid and one layer of tissue to seal the weave in the BID that's what I've used and all seems well. Gav ------------------------------ Message: 3 Date: Thu, 10 Feb 2005 02:42:30 -0500 From: "Doug Rupert" Subject: RE: KR> aircraft have been flown to the published limits To: "'KRnet'" Message-ID: <003a01c50f44$140100d0$b804e440@office> Content-Type: text/plain; charset="windows-1250" Mark and all, I think we are all missing the point here. The original design limits went out the door the moment anything other than a VW 60 HP got attached to the nose. Spars are now laminated, fuselages are starched and widened and have been reinforced more than anything Ken could have imagined. As these mods came along, technology has also mage great strides. We are now using Kevlar and Carbon fiber instead of fiberglass. Even at the low end of the scale S-Glass has 15% more stiffness and 30% more tensile strength of regular fiberglass cloth and retains these qualities all the way up to 1500 deg F. Resins themselves have made great strides in improving their properties. Additives have been developed that further enhance their qualities. If anything the KR's of today are some of the safest plans built designs going in my opinion due in no small part to those on this list that keep pushing the envelope. If there is one weak link it has to be the WAF's as they have stayed the same from day one. When looking over the list of KR's the other day with their listed empty weights as well as gross weights I couldn't help but think that Ken would cringe at these figures. Not a bad evolution for something that started out as an overgrown model airplane don't you think? Doug Rupert -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.6 - Release Date: 2/7/2005 ------------------------------ Message: 4 Date: Thu, 10 Feb 2005 02:42:30 -0500 From: "Doug Rupert" Subject: RE: KR> VE resin To: "'KRnet'" Message-ID: <003f01c50f44$161f7400$b804e440@office> Content-Type: text/plain; charset="windows-1250" Air Dry is the trade name. Makes the final coat of VE dry tack free. Made by resin manufacturers as an additive same as the many other additives to speed or slow cure times, remove air bubbles, improve wet out characteristics on certain materials. Any good marine supply house or composite supplier will know exactly what you're looking for. I picked up one of their catalogues and found a wealth of information not normally available thru aircraft supply houses. Doug -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.6 - Release Date: 2/7/2005 ------------------------------ Message: 5 Date: Thu, 10 Feb 2005 02:42:30 -0500 From: "Doug Rupert" Subject: RE: KR> VE resin To: "'KRnet'" Message-ID: <004001c50f44$1a116eb0$b804e440@office> Content-Type: text/plain; charset="windows-1250" Styrofoam is a no-no unless it has been sealed with a thin coat of epoxy based micro slurry. You got good cups if it took 20 minutes, I use unwaxed paper cups or old tuna fish cans for mixing, Right size and free. Beer cans have a refundable deposit up here, besides I was never weaned and still drink from a bottle. Doug -- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.300 / Virus Database: 265.8.6 - Release Date: 2/7/2005 ------------------------------ Message: 6 Date: Thu, 10 Feb 2005 05:18:04 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: KR> The KR HAS been flown to, and beyond the published limits To: "krnet@mylist.net" Message-ID: <420B34DC.00000D.00428@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Actually, that is the point, at least it is the point that I was trying to make. And, I'll bet Ken would be proud to know that he has inspired so many people to do so much with his contribution to the Experimental Aircraft Movement. See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering -------Original Message------- From: KRnet Date: 02/10/05 02:43:01 To: 'KRnet' Subject: RE: KR> aircraft have been flown to the published limits Mark and all, I think we are all missing the point here. ------------------------------ Message: 7 Date: Thu, 10 Feb 2005 05:20:45 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: RE: KR> aircraft have been flown to the published limits To: "krnet@mylist.net" Message-ID: <420B357D.00000F.00428@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I can't guarantee it, but I do believe that your presumption is correct. See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering -------Original Message------- Do we know if he built a stock spar? RAF 48 I presume? ------------------------------ Message: 8 Date: Thu, 10 Feb 2005 05:34:29 -0500 From: Donald Reid Subject: Re: KR> To laminate or not ... To: KRnet Message-ID: <6.1.0.6.2.20050210053033.01b0df08@mail.peoplepc.com> Content-Type: text/plain; charset="us-ascii"; format=flowed At 10:34 PM 2/9/2005, you wrote: >Donald Reid wrote: > > > > You do NOT want to make spar caps out of plywood. In the FAA > > reference, they are talking about laminating using with the wood > > fibers oriented along the length of the spar. The grain may be > > oriented in a variety of different ways in spar lamination, but the > > wood fibers must run the length of the spar. > >Again, there was never any discussion of using plywood for spar caps. That is incorrect. The letter that prompted my response had the statement that a spar made out of stacks of 5 ply would be bulletproof. That was a comment by someone who does not have all of the information necessary to make a sound judgement concerning airplane design. Don Reid - donreid "at" peoplepc.com Bumpass, Va Visit my web sites at: AeroFoil, a 2-D Airfoil Design And Analysis Computer Program: http://aerofoilengineering.com KR2XL construction: http://aerofoilengineering.com/KR/KR2XL.htm Aviation Surplus: http://aerofoilengineering.com/PartsListing/Airparts.htm EAA Chapter 231: http://eaa231.org Ultralights: http://usua250.org VA EAA State Fly-in: http://vaeaa.org ------------------------------ Message: 9 Date: Thu, 10 Feb 2005 05:43:11 -0500 From: "Colin & Bev Rainey" Subject: KR> Update alittle long To: "KRnet" Message-ID: <010301c50f5d$51982db0$9c402141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" First off, flew today! Exactly 1 month from last flight, wow! Topped up with fuel, complete thorough pre-flight, and pulled it out onto the taxi lane from the parking spot so as not to put prop wash and debris all over nearby airplanes. Pictures are enclosed of the plane right after pulling up at the end of the flight. Flight report. Temp 79 degrees. Baro 30.01 Wind light & variable, runway in use 27L, 27C, and 27R. 14 gallons of fuel on board, my weight at 206 plus 5# for my bag with radio and headset, camera, GPS etc... Engine fired up first time using full choke, after spinning no more that 2 revolutions. Choke off and 1500 rpms to help engine warm up while I turn the radio on, put on headset, copy ATIS, and then begin taxi with break check. Brakes good, begin slow taxi to runup area. Temp starting to come, hold it with brakes, check flight controls again, bring engine up to 1700 rpms, and test each ignition for independent operation, both good, carb heat applied 300 rpm drop good, idle check with carb heat on, good, taxi to locator spot to call ground control. Cleared to 27C at Romeo taxiway, almost full length of 3750 feet available. Good, evaluating a new prop so lots of room is a good thing. The long taxi does not bother me as I get used to the wind direction in preparation of the takeoff. Opposite traffic passes on taxiway, and they almost run off into grass looking at the KR! Too funny. Back to business. Lineup check, transponder on, and set to 1200, call tower. I am number 2 so slight wait. 79 degrees out and the oil temp is good at 185degrees. Pressure steady at 35 pounds. Idle smooth at 1000, will hold at 700, but alittle rough. Cleared for takeoff now, transponder on, verify carb heat off, choke off, lineup, and full throttle. Big change in acceleration! Lots of corrective rudder and speed coming up much quicker. Rotate nose at 70, doesn't want to unstick until 82 mph. Then I remember that I read 10 mph high, so it did separate just above a true 70. Climb with more authority so choice is made to take it to the practice area and test more that just pattern work. 15 minutes later I am 3500' over the St. John's River and testing for stalls. Power off approach to landing, IAS 72 mph. Power on 69 mph. Power off same with and without speed brake. Will cruise at IAS of 105 mph at 2600 rpm, and 135 mph at 2900-3000. Max rpm 3100. Climb measured with stop watch from 2000' to 3000' was 1 min 4 sec, so she is now consistently delivering 500 fpm from Sea level. Simulated emergency descent to 185 mph showed no signs of flutter in controls or loss of any control effectiveness, or excessive load. Did several Chandelles, and Lazy 8s. Krs do great commercial maneuvers! Back at the airport, cleared to enter left base for 27L, report 3 miles. Turn north to establish base leg, pull throttle back to 1500 rpm, and add 25 degrees of speed brake. A very gentle descent begins and I watch for the "corner" to run final. Turn final slight wind out of the southwest, so left aileron, right rudder for cross wind correction, planes is on rails coming down to the numbers. 3/4 mile final, add last 25 degrees of speed brake. Descent angle alittle too shallow, add some power, back on glide, reduce power, round out over the numbers, in ground effect, engine to idle, kiss the runway, slight bounce and then it sticks, roll it on with smooth forward stick, tail high, apply full power, tail wags like a beginner, speed brake off, and 10 seconds later off she goes.. 2 More laps in the pattern with same results, except smoother landings those times. Final pattern circuit, to the center runway, more cross wind, 240 degrees at 10 knots gusting to 14 knots. Same pattern 105 downwind IAS, 95-100 on base, 90-95 IAS on final, allowing it to slow to 85 just before the numbers, into ground effect at 80 makes for a very nice wheel landing with great control. Rollout to Mike taxiway, switch to ground control, and do my cleanup checklist, lost of questions from ground about plane, then cleared to ramp. Oh did I bother to say how I got several bugs in my teeth on the motorcycle ride home due to that silly grin still plastered on my face.... FLY SAFE!! Colin & Beverly Rainey Apex Lending, Inc. www.eloan2004cr.com crainey@apexlending.com 407-323-6960 ------------------------------ Message: 10 Date: Thu, 10 Feb 2005 06:24:32 -0500 From: "Dana Overall" Subject: RE: KR> Rustoleum To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Sorry, couldn't resist. Only if you do not epoxy/VE treat the wood beforehand but shouldn't be a problem on home made WAF's but will not solve the problem of over torqued prop bolts or leaking VE fuel tanks. Come to think of it, you could dark rustoleum the inside covering of the starndard KR canopy (sure wouldn't want to go against the "down from the mountain" plans:-) and simulate hard IFR in a KR. I'm thinking about making a fairing mold and spraying it with black rustoleum sprinkled with cotton flox.......should do the trick but that is RV related and it's not Friday so this post could be construed as rediculous. You make the choice!! 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 ------------------------------ Message: 11 Date: Thu, 10 Feb 2005 07:43:49 -0500 From: "Orma" Subject: Re: KR> Update alittle long To: "KRnet" Message-ID: <001001c50f6e$2c199360$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Morning Colin Congrats on a successful flight. Looks like your cruise rpm is a little low. I would have some serious fun and them start to investigate that low rpm. I'll put money on the fact that the engine has more to give. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 12 Date: Thu, 10 Feb 2005 13:48:41 +0100 From: "Serge VIDAL" Subject: KR> Is there something wrong with the aileron bellcrank assembly? To: KRnet Message-ID: Content-Type: text/plain; charset="us-ascii" Guys, I just stumbled on something puzzling. Having disassembled my aileron bellcranks, I wanted to check on the drawings how much clearance there is between the aileron brackets and the wing skin. So, I tried to superimpose the actual parts on the Scale 1 drawing. And I realized that it simply does not work. The top bracket would actually go through the wing top skin. Both the top and the bottom bracket are in fact represented in the Scale 1 drawing slightly shorter than they really are, according to the construction manual. Did I miss a point somewhere? The guy who originally built my KR2 actualy made a fancy spacer / bracket whose only purpose was to bring the top bracket about 1/2" lower. I think it will be far easier to make the vertical part of the top bracket longer by the same amount. So, no big deal. Just redo the top brackets. But how come I haven't heard of that problem before? Serge Vidal KR2 "Kilimanjaro Cloud" Paris, France ------------------------------ Message: 13 Date: Thu, 10 Feb 2005 13:06:54 +0000 From: Steven Phillabaum Subject: KR> Horizontal Stabilizer Tips To: Message-ID: <3khdg6$i2qvgl@mxip03a.cluster1.charter.net> Content-Type: text/plain; charset=ISO-8859-1 Hello net. I have a question. The tips of my Horizontal Stabilizer are currently flat and I like the way they show off the "new" airfoil. I want to know if leaving them flat will cause airflow or drag problems? If so I can round them off and glass over. I added 3/4" of foam on the ends for ease of shaping. Finish the tips, cut out the tab and be finished with this part of the build. Steven Phillabaum Auburn, Alabama ------------------------------ Message: 14 Date: Thu, 10 Feb 2005 08:57:28 -0500 From: "Orma" Subject: Re: KR> Non-zero spar loads was Question on bent spars To: "KRnet" Message-ID: <003301c50f78$75f46410$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original "I believe it would be wise to put the seats on the spars, if at all possible." I think that Mark is being kind to use the word "wise". Seems to me that a 1/2 g drop as in a hard landing would place a sudden 100 pound load (assuming a 200 pound pilot) on the floor/side wall structure. The pilot might find his bottom sliding along the runway. During construction I dropped a 2 foot 2X4 from 8 foot. When it hit the bottom of the boat, it took out the floor and a cross member. 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: 15 Date: Thu, 10 Feb 2005 15:16:49 +0100 From: "Serge VIDAL" Subject: R?f. : Re: KR> Non-zero spar loads was Question on bent spars To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Well, that's scary. I have crawled inside the tail of my KR2 more than once, and I always believed that the floor was sturdy enough to carry my 80kg (that's 176 pounds, for the IS-challenged). I will be more careful next time. Probably, putting a flat support board under the tail should remove any concern. Serge Vidal KR2 "Kilimanjaro Cloud" Paris, France "Orma" Envoyé par : krnet-bounces@mylist.net 2005-02-10 14:57 Veuillez répondre à KRnet Remis le : 2005-02-10 14:59 Pour : "KRnet" cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : Re: KR> Non-zero spar loads was Question on bent spars "I believe it would be wise to put the seats on the spars, if at all possible." I think that Mark is being kind to use the word "wise". Seems to me that a 1/2 g drop as in a hard landing would place a sudden 100 pound load (assuming a 200 pound pilot) on the floor/side wall structure. The pilot might find his bottom sliding along the runway. During construction I dropped a 2 foot 2X4 from 8 foot. When it hit the bottom of the boat, it took out the floor and a cross member. 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: 16 Date: Thu, 10 Feb 2005 08:37:35 -0600 From: Steve Eberhart Subject: Re: KR> Horizontal Stabilizer Tips To: KRnet Message-ID: <420B71AF.6020206@newtech.com> Content-Type: text/plain; charset=ISO-8859-1; format=flowed Steven Phillabaum wrote: >Hello net. >I have a question. The tips of my Horizontal Stabilizer are currently >flat and I like the way they show off the "new" airfoil. I want to know >if leaving them flat will cause airflow or drag problems? If so I can >round them off and glass over. I added 3/4" of foam on the ends for >ease of shaping. Finish the tips, cut out the tab and be finished with >this part of the build. > >Steven Phillabaum >Auburn, Alabama > > According to Jim Bede flat, ala Mooney wing tips, is probably better than rounded. Just watched an EAA video on drag reduction presented by Jim. Don't know if I would buy an airplane kit from him but I would listen to him on drag issues. Steve Eberhart ------------------------------ Message: 17 Date: Thu, 10 Feb 2005 11:32:12 -0500 From: "Jack Cooper" Subject: KR> weak link To: "KR builders and pilots" Message-ID: <410-220052410163212671@earthlink.net> Content-Type: text/plain; charset=US-ASCII Doug Rupert said "If there is one weak link it has to be the WAF's as they have stayed the same from day one." I had the opportunity to see Gene Byrds KR after his crash, I have many of his parts on my KR. Pictures of his crash at http://jackandsandycooper.com/byrdcrash.html . All the WAFs looked good but on one side the rear spar the bolts through the WAF (that attach the wings) was sheared and the center spar was split through the bolt holes. You can see the damage the wings sustained at http://www.jackandsandycooper.com/leftwing.html and http://www.jackandsandycooper.com/Rightwingdamage.html Jack Cooper kr2cooper@earthlink.net ------------------------------ Message: 18 Date: Thu, 10 Feb 2005 11:57:47 -0500 From: "Ron Freiberger" Subject: RE: KR> aircraft have been flown to the published limits To: "'KRnet'" Message-ID: <001201c50f91$a9220220$8f722241@Disorganized> Content-Type: text/plain; charset="us-ascii" Is presume like assume.... ass u me? Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Dan Heath Sent: Thursday, February 10, 2005 5:21 AM To: krnet@mylist.net Subject: RE: KR> aircraft have been flown to the published limits I can't guarantee it, but I do believe that your presumption is correct. See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering -------Original Message------- Do we know if he built a stock spar? RAF 48 I presume? _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 19 Date: Thu, 10 Feb 2005 12:06:13 -0500 From: "Ron Freiberger" Subject: RE: KR> Update alittle long To: "'KRnet'" Message-ID: <001401c50f92$d6af9440$8f722241@Disorganized> Content-Type: text/plain; charset="us-ascii" I think you need to recalculate, 1000 feet in 1+ minutes = 1000fpm. Thanks for such a well documented report, and congratulations. Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) Climb measured with stop watch from 2000' to 3000' was 1 min 4 sec, so she is now consistently delivering 500 fpm from Sea level. ------------------------------ Message: 20 Date: Thu, 10 Feb 2005 12:11:52 -0500 From: "Ron Freiberger" Subject: RE: KR> Horizontal Stabilizer Tips To: "'KRnet'" Message-ID: <001c01c50f93$a10b2b00$8f722241@Disorganized> Content-Type: text/plain; charset="us-ascii" There are probably as many wingtip designs as there are airplane designs. You plan works on Mooney wings. Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) He said; I have a question. The tips of my Horizontal Stabilizer are currently flat and I like the way they show off the "new" airfoil. I want to know if leaving them flat will cause airflow or drag problems? If so I can round them off and glass over. I added 3/4" of foam on the ends for ease of shaping. Finish the tips, cut out the tab and be finished with this part of the build. Steven Phillabaum Auburn, Alabama _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 21 Date: Thu, 10 Feb 2005 12:55:28 -0500 From: "patrusso" Subject: Re: KR> question about airfoils ?? To: "KRnet" Message-ID: <001c01c50f99$b4d889b0$4da772d8@patrusso> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original One more bit on trusting laminated pieces of timber.....and there validity; LOOK AT YOUR WOODEN PROP! ----- > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 22 Date: Thu, 10 Feb 2005 13:32:29 -0500 From: "Ron Freiberger" Subject: RE: KR> Thimbles or bushings? To: "'KRnet'" Message-ID: <001f01c50f9e$e3c69960$8f722241@Disorganized> Content-Type: text/plain; charset="us-ascii" Mark, I would use a bushing where I wanted to attach the cable to an arm or lever. Thimbles are better for connection via a shackle to an arm or tab. I think any cable ought to be thimble/shackle wherever it is possible a side load might be put on the joint. Such as rudder pedals and rudder horns. I see even some "production " airplanes using pretty swaged forks, which can be damaged or bent and restraightened. A typical homebuilders over emphasis on "looks" uses a turnbuckle to the rudder pedal, which is poor from a damage potential viewpoint, and excessive expense. Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Mark Langford Sent: Wednesday, February 09, 2005 8:02 PM To: KRnet Subject: Re: KR> Thimbles or bushings? ------------------------------ Message: 23 Date: Thu, 10 Feb 2005 13:37:59 -0500 From: "Ron Freiberger" Subject: KR> (no subject) To: "KRNET" Message-ID: <002001c50f9f$a597e8a0$8f722241@Disorganized> Content-Type: text/plain; charset="us-ascii" Be aware, Dana is making Funny Friday posts and then ducking the reponses. ----- The following addresses had permanent fatal errors ----- ----- Transcript of session follows ----- ... while talking to air-xi03.mail.aol.com.: >>> RCPT To: <<< 552 kr2616tj MAILBOX FULL 554 ... Service unavailable Ron Freiberger mail to rfreiberger at swfla.rr.com <- substitute an @ sign ;o) ------------------------------ Message: 24 Date: Thu, 10 Feb 2005 19:07:06 -0500 From: "rparker" Subject: KR> (no subject) To: krnet@mylist.net Message-ID: <20050211000706.4994.qmail@server278.com> Content-Type: text/plain; charset="iso-8859-1" good update Mark, for the rest of you: I think Mark L figured out the marketing secret for these kitplane manufacturers when they publish their build times. Just like Mark L has on his web site = "hands on time only" divided by 3. (Said he built everthing 3 times) 4800/ 3 = 1600 ! Therefore anybody can build a KR in less than a year ! If anybody thinks Mark has anything less than 48 thousand hours planning, designing, redesighing, working on, drawing, publishing, assisting other buildersetc... their nuts! He's got more KR expertise than Ken Rand. I think I'm going to refer to my airplane project at the ML2S you cant kid a kidder Mark! :--) Rich Parker Peterborough, NH rparker@wwhotspots.com http://theparkers.wwhotspots.com/ -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Mark Langford Sent: Wednesday, February 09, 2005 10:56 PM To: KRnet Subject: KR> teeny weeny project update Sorry to interupt all the very informative lamination and parachute threads, but a few of you might be interested in http://home.hiwaay.net/~langford/#update . What we need is a few good Rustoleum posts... Mark Langford, Huntsville, Alabama see homebuilt airplane at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------ Message: 25 Date: Thu, 10 Feb 2005 20:01:38 -0500 From: Kevin Jarvis Subject: KR> Non-zero spar loads was Question on bent spars To: krnet@mylist.net Message-ID: <420C03F2.5040503@comcast.net> Content-Type: text/plain; charset=ISO-8859-1; format=flowed you posted: "I believe it would be wise to put the seats on the spars, if at all possible." I think that Mark is being kind to use the word "wise". Seems to me that a 1/2 g drop as in a hard landing would place a sudden 100 pound load (assuming a 200 pound pilot) on the floor/side wall structure. The pilot might find his bottom sliding along the runway. During construction I dropped a 2 foot 2X4 from 8 foot. When it hit the bottom of the boat, it took out the floor and a cross member. 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/ Orma, That math is incorrect, there is already 1g on the seat/floor/side wall structure, i.e.., 200 lb in your example. A 1/2 g landing would result in a 300 lb force on the seat/floor/side wall structure. Now make that 3 g's like a normal hard landing and I think you would want one of those pairs of steel skid pants like the guys use at the Circus to make the fire slide. Kevin ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 65 ************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================