From: owner-krnet-l-digest@lists.teleport.com (krnet-l-digest) To: krnet-l-digest@lists.teleport.com Subject: krnet-l-digest V1 #51 Reply-To: krnet-l-digest Sender: owner-krnet-l-digest@lists.teleport.com Errors-To: owner-krnet-l-digest@lists.teleport.com Precedence: bulk krnet-l-digest Friday, June 27 1997 Volume 01 : Number 051 ---------------------------------------------------------------------- Date: Wed, 25 Jun 1997 22:01:04 -0700 From: David Turley Subject: Re: KR: Non-Flying Report Hey, Jeff! Hows about some pics of your ship in the air- on takeoff or landing on the ole' website?!! I know- busy enjoying the test flying and too busy to take pics or have some interested person snap a few and post them. . . . On the brake issue- sounds as though the valving in your master cylinders is hanging up or backwards. I don't remember what kind of master cylinders you have, but it sounds like debris in the system may have settled in the equalization valves that allow the fluid to equalize on both sides of the pistons when there is no pressure being applied to the pedals. Or you have the parking brake on or the rigging has drifted (if you have a parking brake, that is). (Been there, done that- in a Bonanza no less . ..) Jeffrey E. Scott wrote: > > Yesterday I added a trim wedge to the rudder. This morning I went to the > airport to test the handling with the additional trim on the rudder. I > taxied out to the flight line, did the runup, but couldn't get the right > mag to run correctly. Every time I switched to the right mag, the #3 EGT > would take a dive, so it was obvious that I had a problem with the right > mag #3 spark plug. While taxiing back to the my hanger I was paying more > attention to the ignition problem than the wing tips and scraped the > bottom of one wing tip on some debris my next door neighbor had thrown > out in front of his hanger while reroofing it. :o( Just a small scrape > that should polish out, but I wasn't very happy about it. - -- David Turley - Silverdale, Washington http://www.hurricane.net/~daturley (for pics of my Horizon and Subaru EA-81 installation) mailto:daturley@hurricane.net ------------------------------ Date: Wed, 25 Jun 1997 21:53:36 -0700 From: Micheal Mims Subject: Re: KR: Non-Flying Report At 12:18 AM 6/26/97 EDT, you wrote: 2. Any ideas what might be causing this problem with the brakes? > >3. Some days it you're better off to stay in bed. I hate those days! This may be a silly question but are you using aviation hydraulic fluid? A/C brakes se some serious abuse compared to our automotive brakes and maybe the heat generated by taxi is heating up the fluid enough to cause pressure to build which in turn makes more heat, them more pressure. Kinda of a vicious circle! I have heard of this problem before but the solution escapes me right now. _______________________ ~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts in Irvine Ca. mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand ------------------------------ Date: Wed, 25 Jun 1997 22:05:58 -0700 From: David Turley Subject: Re: KR: Non-Flying Report Another thought . . . . . could the pistons be a bit tight in the bores for your brakes? If the clearances don't allow for some expansion (that's why they use "o" rings in 'em) of the pistons they could expand and seize in the bores after a few brake applications. Also, (if these are disk brakes) did the wheels turn freely before (eliminating bad bearings or something rubbing) and do the disks run true? IOW, do they wobble or shake? OK, I'll stop. I HATE brake problems, as I feel it is more important to be able to stop than to go. - -- David Turley - Silverdale, Washington http://www.hurricane.net/~daturley (for pics of my Horizon and Subaru EA-81 installation) mailto:daturley@hurricane.net > to the runway, turned down the runway and added power. After covering > 2000 feet of runway, the plane didn't seem to be accelerating properly, > so I decided to abort the takeoff and cut the power and got onto the > binders to get slowed back down. Once I got back down to taxi speed, I > turned around and started to taxi back but it seemed that the plane would > hardly move. I stopped, shut down the engine and found that the brakes > were severely binding. I let it cool for a few minutes, then after the > plane would roll, taxied back to the hanger. At the hanger, the brakes > were hot enough again that the plane was difficult to roll back into the > hanger. I opened up the bleeders on both brakes which relieved the > pressure and rolled the plane back into the hanger. > > 1. Flight testing is more than just flying the airplane and recording > numbers. > > 2. Any ideas what might be causing this problem with the brakes? > > 3. Some days it you're better off to stay in bed. > > Jeff Scott > Los Alamos, NM > ---- > Jeffrey Scott jscott.pilot@juno.com > See construction of KR-2S N1213W at > http://fly.hiwaay.net/~langford/kjeffs.html > ---- ------------------------------ Date: Wed, 25 Jun 1997 22:06:14 -0700 From: Micheal Mims Subject: Re: KR: KR longitudinal stability At 10:25 PM 6/25/97 -0400, you wrote: I am no engineer, but I see the most effective solution to be >INCREASING the stick travel for each degree of elevator movement and increasing the stick forces (feel) through the use of a servo tab that has the required geometry to increase stick forces as the elevator is deflected. (Move the elevator on a Katana DA20 and watch the trim tab - if you have one at your field--- or go to Oskosh and see one!) The trim tab automatically deflects MORE than the elevator to increase FEEL. You can see the arrangement on page 84 of "Flight Testing Homebuilt Aircraft". Don't need to go look at a Katana, I have felt the old anti-servo/servo tabs in action on Pipers and Twin Otters. I guess I would rather just drill another hole in the elevator than try to engineer a servo tab that will work on the KR. Besides done wrong or with too much slop the servo tab could really ruin your day! Im with you on the strakes! As far as the small stick movements, I think someone may have mentioned it earlier, I can deal with small movements as long as there is some resistance! The Viking Dragonfly had heavy ailerons and very light elevators, a servo tab system installed on the ailerons made it as smooth as silk and moving the elevator control pushrods closer to the pivot point made them mucho better. Like I said before "been there done that" should count for something. But Don't take my word for it! :-) _______________________ ~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts in Irvine Ca. mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand ------------------------------ Date: Wed, 25 Jun 1997 22:34:12 -0700 From: tomstokes1@juno.com (Wayland T. Stokes) Subject: Re: KR:Web Page Apology I also have JUNO and am very satisfied with it, but I do see an ad every time I load up. Have to pay the bills somehow. Tom in Reno NV ------------------------------ Date: Thu, 26 Jun 97 10:09:30 ÿÿÿ From: steveb@aviation.denel.co.za Subject: KR: Stick force/length Hi Guys I have noticed a lot of talk about stick force/stability. Stick force can easily be calculated. P = -H x [l / (le x L)] where P = stick force H = Hinge moment ( which is considered constant) l = arm length(inches) from stick pivot to cable attachment le = arm length(inches) from elevator pivot to cable attachment L = arm length (inches)from stick pivot to handgrip. Travel at the handgrip can also be easily calculated s = L x le x se / l where s = travel in inches of the stick se = travel in radians of the elevator The interesting aspect to note here is that by changing only one term you gain on the round-a-bouts but loss on the swings. Moving the cable attachment closer to the elevator hinge; stick force increases but stick travel decreases. Dont forget you are trying to improve stability aspects off a low tail volume foundation, so anything that is done regarding stick forces will not bring you to that of well proportioned aircraft. Steve in SA ------------------------------ Date: Thu, 26 Jun 1997 19:06:03 +0700 From: "L.Palaniappan" Subject: KR: REMOVE > If you do not wish to receive any more notifications of > great deals like this, just type REMOVE in the subject > line and reply, and we'll take you off of our mailing list. > > > "I know ffff,0000,0000Nuts about 0000,0000,ffffPlanes and Next to0000,8080,8080 ffff,0000,0000Nothing about 8080,0000,0000SOOBs" ------------------------------ Date: Thu, 26 Jun 1997 08:52:05 CST6CDT From: "Gose, Eddie" Subject: Re: KR: REMOVE Date: Thu, 26 Jun 1997 19:06:03 +0700 To: krnet-l@teleport.com From: "L.Palaniappan" Subject: KR: REMOVE Reply-to: krnet-l@teleport.com > If you do not wish to receive any more notifications of > great deals like this, just type REMOVE in the subject > line and reply, and we'll take you off of our mailing list. > > > "I know ffff,0000,0000Nuts about 0000,0000,ffffPlanes and Next to0000,8080,8080 ffff,0000,0000Nothing about 8080,0000,0000SOOBs" Eddie D. Gose, J. D. Assistant General Counsel The Texas A&M University System 623 John B. Connally Building College Station, Texas 77843-1230 Phone (409) 845 3511 Fax (409) 845 9750 ------------------------------ Date: Thu, 26 Jun 1997 10:29:10 -0400 From: Patrick Flowers Subject: Re: KR: Formula V Crash The following was posted to rec.aviation.misc: > (Off the UPI press release) > Two planes crash at New York air show > > WESTHAMPTON BEACH, N.Y., June 22 (UPI) _ A Kentucky pilot was killed > and a Wisconsin pilot injured when two planes performing at a Long > Island, New York, airshow collided in mid-air. > > New York state police say Sunday 51-year-old Richard Goodlett, of > Louisville, Ky., was airlifted to University Hospital in Stony Brook, > N. Y., where he died from his injuries. > > Thirty-seven-year-old Christopher Kalishek, of Madison, Wisc., was > admitted to University Hospital in critical condition with a punctured > left lung and multiple compound fractures. > > The midair collision occurred between the two ``Formula V'' > competition airplanes at the end of the two-mile, eight-lap air > race during the ``Wings Over Long Island'' air show at Gabreski > Airport. Four planes were competing in the race over the closed course > marked by six pylons affixed to the ground. > > Eyewitnesses said the wind kicked up and a storm drew near as the > collision occurred sending the planes spiraling to the ground where > they exploded on impact. > > The state police and Federal Aviation Administration are investigating > the accident. > > Copyright 1997 by United Press International. > All rights reserved. > > The above article fails to mention tha Dick Goodlett was the President > of Formula V Air Racing Association, Inc. > > Additional Background: > The Formula V Air Racing Association is the pioneer in adapting air > race operations to the established airshow format. Its FAA-approved > two-mile (2) race course fits most airshow sites. Each aircraft > carries $1 million liability insurance coverage. Description of > Aircraft: All aircraft are single-seat, homebuilt experimental > licensed, built especially for air racing, and powered by 60 hp > engines. Top speeds around the race course is over 170 mph. A variety > of color schemes are used. Raceplane design is regulated by the > association. Technical and safety inspection is performed by the > association prior to each event to ensure rules compliance. > > Closed-course pylon air racing for Formula V is generally two or more > daily air races, around a two-mile (2) oval course directly in front > of the crowd. The race starts from a stationary start on the runway; > the aircraft take off in rows, then turn onto the race course and fly > eight (8) laps. Racing altitude is 50 to 100 feet. This is a true > competitive motorsport with broad spectator appeal similar to auto > races. All race pilots hold FAA-recognized "Letters of Air Racing > Competency" issued by the Formula V Air Racing Association. - -- Patrick Flowers Mailto:patri63@ibm.net ------------------------------ Date: Thu, 26 Jun 1997 15:45:05 -0700 From: "David M. Gargasz" Subject: Re: KR: KR longitudinal stability Donald Reid wrote: > > Ted & Louisa Jones wrote: > > > > Don, please help me out here: I have been under the impression that mass > > balance in a control surface was used to inhibit flutter by adding > > weight forward of the hinge to equalize the weight of the control > > surface forward and aft of the hinge -- or approach equal weights. > > If my assumption is correct, the > > effect of mass balancing would have no affect on sensativity -- or > > minimal affect. > > > > However, if surface area of an elevator, for example, is added forward > > of the hinge line, this would most decidedly lighten the load in the > > control system while having a minimal affect on flutter unless that > > portion forward also incorporated weights to improve mass balance. > > > > What am I missing? > > > > Ted Jones > > The mass balance does decrease the chances of flutter. My understanding > of the mechanics is because the mass balance will change the natural > frequency of vibration. This is outside of anything I really know about. > I can't give a good explaination, so I won't try. > > As to sensativity: > When the unbalanced elevator is displaced out of the streamline position, > there will be a force created that is proportional to the displacement, > the area of the control surface, and the square of the air velocity. This > is the force that you feel in your hand and arm. If you go trailing edge > up, the air load tries to push it back to the streamlined position. You > have to maintain a back pressure on the stick to hold the elevator in > position. > > The control system design guys talk about stick force / G. They mean the > number of pounds of force you have to hold to create an extra 1G of > loading. If this is a low number, a gentle pull on the stick can > overstress the airframe and kill you. On the otherhand, it will feel like > a fighter aircraft, you think about a change and it happens. > > With a balanced elevator, the same displacement will produce approximately > the same force. (It will be a little bit less since the balance mass is > in front of the hinge line and will create a counteracting air load) If > the elevator is displaced trailing edge up, the mass balance will > counteract by trying to pull the trailing edge back down. This subtracts > out from the force that you must generate in your hand and arm. You end > up with a lower stick force per G loading and this means a more sensative > control system. > > I hope this explaination is helpful. > -- > Don Reid > donreid@erols.com Hi Don, If more surface area was added forward to the elevator hinge and aft of the hinge was shaved less in area, considering adding 8" overall to the elevator, what reaction as to stability and airframe integrity would be produced. No one so far has mentioned the feelings produced in manuevering that are felt in the seat and body senses, recognizing them and the stick pressures should'nt mater. The stick fulcrum pivot point could be moved to a position so that more action at the top end of stick would allow less reaction to the control surfaces. Some how there should be control limitations that make it impossible to over control the plane. thanks, Gene Gargasz Elyria, Ohio ------------------------------ Date: Thu, 26 Jun 1997 18:00:31 -0400 (EDT) From: TANDEM2@aol.com Subject: Re: KR: EAA Northwest Fly-in, Arlington, WA. don, bring your KR with you so we can see it. if not tell me where you are and i'll come up. john (tandem2@aol.com) in seattle ------------------------------ Date: Tue, 24 Jun 1997 16:25:09 -0700 From: Donald Reid Subject: Re: KR: KR longitudinal stability David M. Gargasz wrote: > Hi Don, > If more surface area was added forward to the elevator hinge and aft of > the hinge was shaved less in area, considering adding 8" overall to the > elevator, what reaction as to stability and airframe integrity would be > produced. No one so far has mentioned the feelings produced in > manuevering that are felt in the seat and body senses, recognizing them > and the stick pressures should'nt mater. The stick fulcrum pivot point > could be moved to a position so that more action at the top end of stick > would allow less reaction to the control surfaces. Some how there > should be control limitations that make it impossible to over control > the plane. > thanks, Gene Gargasz Elyria, Ohio This is tough to answer. In the first place, I would not want to comment and have someone try and hold me responsible. Liability issues hurt everyone. If I understand the question correctly, you would be going toward a stabilator but not quite. In the Piper (and others) type of stabilator, the entire surface deflects and the pivot line is near the 25% chord line. This is a simple and efficient setup. If you have a more traditional stabilizer/elevator combination, but with a significant portion of the elevator deflecting on the "wrong" side of the stabilizer, what will happen to the airflow? For example, with the trailing edge going up, the portion in front of the hiinge will be going down, below the stabilizer. This will increase drag significantly (I think) and severly change the airflow. Consider a Frise style of aileron. In those, the hinge line is back and low on the aileron. The aileron that goes trailing edge up also causes the leading edge of the aileron to deflect downward and into the airflow. This increases the drag and is used to control adverse yaw. Mass balance weights on the outboard portion of an elevator don't disturb the airflow since they are generally small, and outside of the stabilizer. My understanding of the question is based on something that looks like / / elevator / ________________ / stabilizer / hinge point / - -- Don Reid donreid@erols.com ------------------------------ Date: Thu, 26 Jun 1997 21:19:45 -0500 From: "Mark Langford" Subject: KR: brake problem Jeff, One common cause for what you describe is insufficient freeplay in the master cylinder pushrod. I ain't no A&P, but I was a foreign car mechanic for a few years, and only had to see it once to remember it forever. I installed a new master cylinder in a Beetle only to have the brakes slowly lock up on the test drive. In my quest for perfection, I'd left virtually no clearance in the pushrod. There is a check valve in there that requires that the pushrod be withdrawn past it in order to allow excess fluid to return to the reservoir. If it doesn't, well it slowly locks you down. Just a thought... Mark Langford, Huntsville, AL email at langford@hiwaay.net KR2S construction page at http://fly.hiwaay.net/~langford - ---------- > From: Jeffrey E. Scott > To: krnet-l@teleport.com > Subject: KR: Non-Flying Report > Date: Wednesday, June 25, 1997 11:18 PM > > Yesterday I added a trim wedge to the rudder. This morning I went to the > airport to test the handling with the additional trim on the rudder. I > taxied out to the flight line, did the runup, but couldn't get the right > mag to run correctly. Every time I switched to the right mag, the #3 EGT > would take a dive, so it was obvious that I had a problem with the right > mag #3 spark plug. While taxiing back to the my hanger I was paying more > attention to the ignition problem than the wing tips and scraped the > bottom of one wing tip on some debris my next door neighbor had thrown > out in front of his hanger while reroofing it. :o( Just a small scrape > that should polish out, but I wasn't very happy about it. > > This evening, I went back to the airport to see what was causing th > ignition problem. What I found was that the lead wire had pulled out of > the clip lead on one of my two unshielded plugs. My fault as I had put > it together. After resoldering the joint, I was ready to go again. > > Thought I would go ahead and test the rudder trim this evening since the > engine checked out OK now. Did my usual preflight and runup, taxied out > to the runway, turned down the runway and added power. After covering > 2000 feet of runway, the plane didn't seem to be accelerating properly, > so I decided to abort the takeoff and cut the power and got onto the > binders to get slowed back down. Once I got back down to taxi speed, I > turned around and started to taxi back but it seemed that the plane would > hardly move. I stopped, shut down the engine and found that the brakes > were severely binding. I let it cool for a few minutes, then after the > plane would roll, taxied back to the hanger. At the hanger, the brakes > were hot enough again that the plane was difficult to roll back into the > hanger. I opened up the bleeders on both brakes which relieved the > pressure and rolled the plane back into the hanger. > > 1. Flight testing is more than just flying the airplane and recording > numbers. > > 2. Any ideas what might be causing this problem with the brakes? > > 3. Some days it you're better off to stay in bed. > > Jeff Scott > Los Alamos, NM > ---- > Jeffrey Scott jscott.pilot@juno.com > See construction of KR-2S N1213W at > http://fly.hiwaay.net/~langford/kjeffs.html > ---- ------------------------------ Date: Fri, 27 Jun 1997 00:52:27 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: Re: KR: Non-Flying Report On Wed, 25 Jun 1997 22:01:04 -0700 David Turley writes: >Hey, Jeff! Hows about some pics of your ship in the air- on takeoff or >landing on the ole' website?!! I know- busy enjoying the test flying >and too busy to take pics or have some interested person snap a few and >post them. . . . You'll have to direct this question to John Bryhan who has been kind enough to take time from his KR project to help me with final assembly and act as ground crew, photographer, and posted it all to his web page. I owe him big time and hope I can help when his KR gets ready to take to the skies. >On the brake issue- sounds as though the valving in your master >cylinders is hanging up or backwards. I don't remember what kind of >master cylinders you have, but it sounds like debris in the system may >have settled in the equalization valves that allow the fluid to equalize >on both sides of the pistons when there is no pressure being applied to >the pedals. > >Or you have the parking brake on or the rigging has drifted (if you have >a parking brake, that is). (Been there, done that- in a Bonanza no less >. ..) > No parking brake on this plane. Today I flushed the brake system and refilled it with new red hydraulic. Went out to fly and intentionally heated up the brakes after landing and while taxiing back to the hanger. I wasn't able to get them to heat up like yesterday and the testing was inconclusive. I did conclude that it got into the air much faster without the brakes dragging on takeoff. :o) Thanks for all the suggestions from everyone. It gives me food for thought. BTW, my brakes are Matco master cylinders married to Cleveland brakes. All items are new. The wheels and disks were warranteed by Cleveland before the plane ever got close to the airport because they didn't turn true. I have checked and everything appears to be properly tightened and turns true. regards, Jeff Scott Los Alamos, NM - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at http://fly.hiwaay.net/~langford/kjeffs.html - ---- ------------------------------ Date: Fri, 27 Jun 1997 01:07:00 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: KR: Re: non-flying report Thanks to all that replied with ideas about my brakes. I has written a reply, but my e-mail took a dump this evening and I lost all my KRNet mail since yesterday. My brakes are Matco master cylinders married to Cleveland brakes. Everything is new, properly installed and turns true. I worked on it some this evening, but wasn't able to completely reproduce the problem. Jeff Scott Los Alamos, NM - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at http://fly.hiwaay.net/~langford/kjeffs.html - ---- ------------------------------ Date: Fri, 27 Jun 1997 01:14:33 -0400 (EDT) From: TANDEM2@aol.com Subject: Re: KR: Re: EAA Northwest Fly-in, Arlington, WA. i think we are all meeting on sunday same time same place ------------------------------ Date: Fri, 27 Jun 97 7:25:17 ÿÿÿ From: steveb@aviation.denel.co.za Subject: KR: Stickforce/Stability Hi Guys Just a thought, On the way home yesterday I seem to remember something about some of the KR2 (not 2S) owners saying that they increased their fuselage by 12 to 14 inches. Why dont we contact them and ask them what they experienced in terms of increase/decrease on stick force and travel. Should be interesting to see how much if an improvement you get by increasing the tail volume and the impact on stick force and travel. Steve in SA ------------------------------ Date: Thu, 26 Jun 1997 22:13:17 -0400 From: "Jim Fields" Subject: KR: REMOVE Take care, Jim SKYTECH Innovations, Inc. Mail To: skytech@iserv.net - ---------- > From: L.Palaniappan > To: krnet-l@teleport.com > Subject: KR: REMOVE > Date: Thursday, June 26, 1997 8:06 AM > > > If you do not wish to receive any more notifications of > > > great deals like this, just type REMOVE in the subject > > > line and reply, and we'll take you off of our mailing list. > > > > > > > > > > > "I know ffff,0000,0000Nuts > about 0000,0000,ffffPlanes and Next > to0000,8080,8080 > ffff,0000,0000Nothing about > 8080,0000,0000SOOBs" ------------------------------ Date: Fri, 27 Jun 1997 11:13:46 -0500 From: kb5lxl@juno.com Subject: Re: KR: Source for .5 inch 4130 strap >At 02:21 PM 06/24/1997 -0700, you wrote: >>Has anyone found a source for the 1/2 inch 4130 strap used to make >the aft >>wing attach fittings? I may locate a metal shop with a hydraulic >floor shear >>and see if they will cut some for me. Or I could just use 1 inch for >the aft >>fittings and 2 inch for the front. >> >>________________________________ >>~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ >>Michael Mims >>Just Plane Nutts >>mailto:mimsmand@ix.netcom.com >> >>http://www.netcom.com/~mimsmand Mike, I just wanted to reply to this. I bought a 9" x 9" sheet from Wicks. Lined them out and cut them with a hacksaw (outside the line of course) and then filed them down. Maybe I am too cheap, but my local machine shop wanted $ 40.00 to cut them on their shear. So I opted for the hacksaw/file routine. Only did one per day, so it didn't seem to bad. My goal is to finish my aircraft as inexpensively as possible. Also, think of all the extra unnecessary weight you would be carrying around if you used 1" strap. "Build it right & you build it light". RIcky Pitman Marion, Arkansas ------------------------------ Date: Fri, 27 Jun 1997 13:18:21 -0500 From: Paul Eberhardt Subject: Re: KR: brake problem This same thing happened to a Kitfox at our field. The master cyl couldn't travel all the way out, so residual pressure in the system was never released. Things would heat up, expand, and lock his brakes. The problem was easily fixed by shortening the push rods on the master cyl's. Paul Eberhardt Mark Langford wrote: > > Jeff, > > One common cause for what you describe is insufficient freeplay in the > master cylinder pushrod. I ain't no A&P, but I was a foreign car mechanic > for a few years, and only had to see it once to remember it forever. I > installed a new master cylinder in a Beetle only to have the brakes slowly > lock up on the test drive. In my quest for perfection, I'd left virtually > no clearance in the pushrod. There is a check valve in there that requires > that the pushrod be withdrawn past it in order to allow excess fluid to > return to the reservoir. If it doesn't, well it slowly locks you down. > Just a thought... > > Mark Langford, Huntsville, AL > email at langford@hiwaay.net > KR2S construction page at http://fly.hiwaay.net/~langford > > ---------- > > From: Jeffrey E. Scott > > To: krnet-l@teleport.com > > Subject: KR: Non-Flying Report > > Date: Wednesday, June 25, 1997 11:18 PM > > > > Yesterday I added a trim wedge to the rudder. This morning I went to the > > airport to test the handling with the additional trim on the rudder. I > > taxied out to the flight line, did the runup, but couldn't get the right > > mag to run correctly. Every time I switched to the right mag, the #3 EGT > > would take a dive, so it was obvious that I had a problem with the right > > mag #3 spark plug. While taxiing back to the my hanger I was paying more > > attention to the ignition problem than the wing tips and scraped the > > bottom of one wing tip on some debris my next door neighbor had thrown > > out in front of his hanger while reroofing it. :o( Just a small scrape > > that should polish out, but I wasn't very happy about it. > > > > This evening, I went back to the airport to see what was causing th > > ignition problem. What I found was that the lead wire had pulled out of > > the clip lead on one of my two unshielded plugs. My fault as I had put > > it together. After resoldering the joint, I was ready to go again. > > > > Thought I would go ahead and test the rudder trim this evening since the > > engine checked out OK now. Did my usual preflight and runup, taxied out > > to the runway, turned down the runway and added power. After covering > > 2000 feet of runway, the plane didn't seem to be accelerating properly, > > so I decided to abort the takeoff and cut the power and got onto the > > binders to get slowed back down. Once I got back down to taxi speed, I > > turned around and started to taxi back but it seemed that the plane would > > hardly move. I stopped, shut down the engine and found that the brakes > > were severely binding. I let it cool for a few minutes, then after the > > plane would roll, taxied back to the hanger. At the hanger, the brakes > > were hot enough again that the plane was difficult to roll back into the > > hanger. I opened up the bleeders on both brakes which relieved the > > pressure and rolled the plane back into the hanger. > > > > 1. Flight testing is more than just flying the airplane and recording > > numbers. > > > > 2. Any ideas what might be causing this problem with the brakes? > > > > 3. Some days it you're better off to stay in bed. > > > > Jeff Scott > > Los Alamos, NM > > ---- > > Jeffrey Scott jscott.pilot@juno.com > > See construction of KR-2S N1213W at > > http://fly.hiwaay.net/~langford/kjeffs.html > > ---- ------------------------------ Date: Fri, 27 Jun 1997 12:54:31 -0700 From: David Moore Subject: KR: For Sale KR2S Plans I have a set of KR2S plans I would like to sell, They have a serial# I can be reached at the e-mail address below. Dave Moore David Moore Turnkey1@mscomm.com Hesperia, California ------------------------------ Date: Fri, 27 Jun 1997 12:29:49 -0700 From: Micheal Mims Subject: Re: KR: Source for .5 inch 4130 strap At 11:13 AM 6/27/97 -0500, you wrote: >Also, think of all the extra unnecessary weight you would be carrying >around if you used 1" strap. "Build it right & you build it light". > Your right! Thanks for the reminder! Still no .5 inch 4130 in sight, like you I am on a mission to get this machine in the air (safely) for less than $10k. I am making a few calls today to find out about shop rates for about 1 hours worth of work. Man if I only had access to the tools I had available to me in the Corp! ________________________________ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand ------------------------------ Date: Fri, 27 Jun 1997 17:17:29 From: brian whatcott Subject: Re: KR: Source for .5 inch 4130 strap At 11:13 6/27/97 -0500, you wrote: >... >I bought a 9" x 9" sheet from Wicks. Lined them out and cut them with a >hacksaw (outside the line of course) and then filed them down. Maybe I >am too cheap, but my local machine shop wanted $ 40.00 to cut them on >their shear. So I opted for the hacksaw/file routine. Only did one per >day, so it didn't seem to bad. My goal is to finish my aircraft as >inexpensively as possible. > >Also, think of all the extra unnecessary weight you would be carrying >around if you used 1" strap. "Build it right & you build it light". > >RIcky Pitman >Marion, Arkansas > > NEXT time you have heavy duty sawing in mind, mail the steel sheet to me and I'll bandsaw it out if you pay the mail. Regards brian whatcott Altus OK ------------------------------ Date: Fri, 27 Jun 1997 22:04:18 -0400 (EDT) From: EagleGator@aol.com Subject: Re: KR: Insufficient Gravity Fuel Flow In a message dated 97-06-23 14:53:40 EDT, Rick Hanson wrote: << Just a suggestion. You should really check to see what the fuel flow, (gallons per hour), of the new lines are capable. You should have at least 20% above the max engine fuel flow. A easy way to test this is to measure the flow of fuel, not water or any other substance, from the tank to the line that connects the the carburetor inlet. On a gravitity feed system - ------------------------------------------------------------------------------ - --------- The latest version of the test plan addresses fuel flow testing methods. You can get it at http://members.aol.com/eaglegator/page2.html. Rick Junkin EagleGator@aol.com St. Charles MO ------------------------------ Date: Fri, 27 Jun 1997 19:13:55 -0700 From: Micheal Mims Subject: KR: Tail wheel spring and Prop Flange For those of you who want a more realistic tail wheel spring I was just over at AS&S driving the guys at the will call desk crazy asking to see this and that! Although I did spend over $100 on AN hardware before I left! Anyway they have a tail spring that will work very nice on the KR2S (KR2 also). Its part number is 06-14500 and it sells for $24.50. By using this unit you do not need to double up the Rand spring as suggested by many builders/flyers (yes I hear the sound of money being saved). It is 1.250 X .250, and weighs 1 and 3/4 pound. It has enough arch in it so that you could mount it flush with the bottom of the fuselage. The great thing is you can mount a real tail wheel assembly to this unit ( I hear money being spent!). I don't think you can find a better tail spring for the price! Its almost a no brainer and mounting would be a piece of cake. The location of the arch is about 1/3 the total distance, so you could mount it either way. (more clarence from bottom of fuselage to the ground than stock of same as stock) Another idea I had while browsing the AS&S catalog at 2:00am last night. They sell prop extensions that could very easily be used for direct drive Subaru installations. A 6 inch extensions is $328 and the machine quality is outstanding (yes I asked to see one)! It has SAE1 with steel drive lugs on both ends. You could take this unit to your local machine shop along with your Subaru flywheel and have them index and drill the flywheel so you could bolt up the extension. part number for 6 incher 05-28416 _______________________ ~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Just Plane Nutts in Irvine Ca. mailto:mimsmand@ix.netcom.com http://www.netcom.com/~mimsmand ------------------------------ Date: Fri, 27 Jun 1997 23:23:03 -0400 (EDT) From: TANDEM2@aol.com Subject: Re: KR: EAA Northwest Fly-in, Arlington, WA. great, fine with me ------------------------------ Date: Sat, 28 Jun 1997 00:23:28 EDT From: jscott.pilot@juno.com (Jeffrey E. Scott) Subject: Re: KR: Tail wheel spring and Prop Flange On Fri, 27 Jun 1997 19:13:55 -0700 Micheal Mims writes: >For those of you who want a more realistic tail wheel spring I was just over >at AS&S driving the guys at the will call desk crazy asking to see this and >that! Although I did spend over $100 on AN hardware before I left! > >Anyway they have a tail spring that will work very nice on the KR2S (KR2 >also). Its part number is 06-14500 and it sells for $24.50. - ------------------------------------------SNIP------------------------------------------------ And if you want to see a picture of this spring mounted to a KR along with the A/C Spruce Homebuilders Tailwheel, take a look at the photos of my plane on the two web pages. I think there is a close-up of it on Mark Langford's page listed in my signature. Once it was on the plane, I felt that the spring was a bit on the light side for a hard landing, so I added a second leaf in to back it up. BTW, I have the larger wheel on the homebuilders tailwheel. They also have a smaller wheel available for the same assembly. (6" and 4" wheels) > >Another idea I had while browsing the AS&S catalog at 2:00am last night. >They sell prop extensions that could very easily be used for direct drive >Subaru installations. A 6 inch extensions is $328 and the machine quality >is outstanding (yes I asked to see one)! It has SAE1 with steel drive lugs >on both ends. You could take this unit to your local machine shop along >with your Subaru flywheel and have them index and drill the flywheel so you >could bolt up the extension. part number for 6 incher 05-28416 I bought my prop extension from Woofter-Saber in Pembroke Pines, FL. You couldn't machine a nicer extension and it was priced much better than the A/C Spruce Extensions. Ph (954)436-9496. I have no affiliation with this company, but if someone does a first rate job at a good price for me, I'm happy to endorse them. Jeff Los Alamos, NM - ---- Jeffrey Scott jscott.pilot@juno.com See construction of KR-2S N1213W at "http://fly.hiwaay.net/~langford/kjeffs.html" and" http://www.laintra.com/jeb/krpage.htm" - ---- ------------------------------ Date: Fri, 27 Jun 1997 22:59:06 -0700 From: wolfpacks@juno.com (Linda & Paul Martin) Subject: Re: KR: KR longitudinal stability > If anyone has a formula for determining the >effectiveness of strakes, please pass it along. Maybe the variables >for strakes are too wide for someone to nail down even basic data. > I guess the strakes may be something you just have to >play with on each design? I just saw an RV-6A at the local field with a pair of horiz. strakes recently added in front of the stab. I'll call the owner tomorrow for "before and after" info. He's flown it for 2 years (that I know of) without the strakes so we'll see how they change an RV. I'll get some photo's while I'm at it. Paul M. Ashland, OR ------------------------------ End of krnet-l-digest V1 #51 ****************************