From: owner-krnet-l-digest@teleport.com[SMTP:owner-krnet-l-digest@teleport.com] Sent: Wednesday, January 14, 1998 9:05 PM To: krnet-l-digest@teleport.com Subject: krnet-l-digest V2 #14 krnet-l-digest Wednesday, January 14 1998 Volume 02 : Number 014 ---------------------------------------------------------------------- Date: Wed, 14 Jan 1998 10:19:44 -0800 From: Micheal Mims Subject: Re: KR: Engine choices At 07:04 AM 1/14/98 -0700, you wrote: >On a serious note, the O-290 is in the 140-150 HP range. Sounds great. But is the weight going to cause problems with cg....or will it actually HELP your cg range? Are you the one planning a tail area weight for that purpose? > >Also, I assume you are going to beef up the engine attach area and frame to support Well heres the funny part, it only weighs 240 pounds, that's 15 pounds less than a EA-81 Subaru with a reduction! And it has 40 more HP,.. Funny huh! :o) I get a kick out of people calling them lycasarious! These engines maybe old but they sure do their job better than anything else that has come along! The only down side to them is cost! I think this O-290 is of the 125 to 130 hp range but it has torque up the wazzu! And yes I did beef up the firewall area "a bit". I installed a few 1/4 ply gussets to tie the firewall into the fuselage skin better plus I added 1/4 inch aluminum angle that connects the two 5/8 top cross members to the lower plywood shelf. I also custom bent 1/8 aluminum to fit across the bottom 5/8 member so it would be tied into the floor better. Once my 1/4 ply firewall is in place I will apply 3 or 4 layers of 10oz bid glass to the outside skin and onto the firewall. These tapes will go from top longeron down around the bottom skin and all the way back up the other side to the longeron. I should be able to hang a Big Block Chevy off the nose! :o) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 14:19:06 EST From: KMcken7414 Subject: KR: Re: epoxy If anyone is interested in a one part epoxy, please let me know. This stuff is incredible. I have done research and tests with it and it stands up to anything. Test 1) Boiled it for 48 hrs. no sign of weakness. Test 2) Soaked the SAME piece in gasoline for 2 days. Finally with this same piece I slammed it on the conrete and it took 5 times before the wood shattered, not the glue joint. It is available to you for $30.00(this includes shipping) and it comes in 1 qt. bottles. Email me if interested. ------------------------------ Date: Wed, 14 Jan 1998 14:43:04 EST From: KR2 616TJ Subject: Re: KR: Sun-N-Fun??? In a message dated 98-01-14 11:04:36 EST, you write: << m with Dana in voting for the Tampa Fairgrounds Budgetel as the "official" KRNet hotel. About 20min drive to the show. The web site is at http://www.sun-n-fun.com/ Patrick -- Patrick Flowers Mailto:patri63@ibm.net >> I'll probably be there for two or three days but I usually do the el- cheapo thing and camp out under the wing of a C-172. If anyone is going to be driving I would appreciate a ride to any little KRNet horse beatings or brew confrences! I might even spring for a round of barley pops! I hope this one get a few responses! Tom Kilgore Las Vegas, NV LVav8r@aol.com http://members.aol.com/LVav8r/index.html KR-2S 2% complete >> OK guys ......I just called the Budgetel at the Fairgrounds in Tampa. I have stayed here and it's worth the money. It's just off the four lane and on the east side of Tampa. Here's the deal.....The number is 813 626-0885. When you call, as for Bob Seguin, tell him you are calling for the KR Group Rate for Sun & Fun. They usually charge $79.95 during this time but will give it to us for $59.95. He needs to be able to count on at least 10 rooms for any length stay during Sun & Fun and can accomodate somewhere around 20 rooms for us. I told him "no problem" with the 10. Patrick, help me out here and Tom, you buying, I'm driving. As for the Huntsville Gathering, if it's IFR I'll be leaving Friday afternoon from Richmond, KY on I-75, if you're on my way send me a private e-mail or hold a sign out on the side of the road. Dana Overall Richmond, KY kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Wed, 14 Jan 1998 14:00:41 -0800 From: Robert Covington Subject: Re: KR: let's just call it a preference >Mike, > I think that messing with the washout will impact the >aileron effectiveness. The idea is to have a higher >angle of incidence at the root so that the root stalls >first, then give the ailerons a chance to keep flying to >keep you from the spin situation. > > It's fun to talk about making mods, but there were >a couple of NTSB stall/spin incidents in KR's, enough >to keep me from reducing the washout one bit with the >RAF airfoil. > > I will accept flames here if I have mis-stated something >obvious... as I have been known to do. > >-- Ross Am I missing something? Whenever I get into a stall, _any_ use of ailerons just makes things worse and turns me all over the place usually in the wrong direction. So I use rudder instead to bring up a dropped wing, ailerons won't do it right, as they drag the stalled wing into an even deeper turn. Using rudder has never failed to bring that wing right back up into level, quickly. So I am kind of at a loss as to why one would be using ailerons in a stall anyway, as they will ten to yaw the plane in the direction of the down aileron and not lift a down wing anyway, at least in my experience. Thanks for clarification, anyone...This is why I don't think the washout matters as much. Robert Covington ------------------------------ Date: Wed, 14 Jan 1998 17:13:05 EST From: KMcken7414 Subject: KR: Re: Will this work? What if you were to use 3.7 oz. crowfoot foberglass on the fuselage, and tail feathers. Would this work? Also I ahve seen different ways that guys are building the ribs, some are one piece cut out of plywood or something, and others are built up with catstrips. Which way is the fastest? This is to Mike Mimms or anyone else who can help me. I really like the gullwing doors, but have no ida as to how to do it. If you would please e-mail me some plans or try to explain how it is done. Thanks - Keith JAX, FL. ------------------------------ Date: Wed, 14 Jan 1998 17:10:31 From: Austin Clark Subject: Re: KR: Re: Cleveland wheels At 11:26 1/14/98 -0500, you wrote: >Do your homework. Cleveland Wheels and brakes are $100 cheaper in AS+S than >Wicks. > >(I get them much cheaper than even their cost though) > >Richard Parker > > This question is for those of us who are putting the tailwheel in the wrong place. Does the Deil nosegear take a 4" or 5" wheel and does anyone have the Cleveland part number for the 4" nosewheel? I am sure Confucious had something to say about those who go through life with their tails dragging.;-) Thanks, Austin Clark Pascagoula, MS http://www.datasync.com/~itac/ ------------------------------ Date: Wed, 14 Jan 1998 17:27:50 From: Austin Clark Subject: Re: KR: Diel Gear .... I've got his gear too, and mounted mine out toward the ends of >the center spar which put them about 1/4" from the ends of the wing attach >fittings. There are at least 2 other builders that are doing or have done the >same thing. >Troy Pettway's KR-2 is this way, has a very nice wide stance and, I'm told, >handles beautifully on the ground. I wanted to have really good ground >handling since I have no tail-dragger time. > >Jim Hayward > > Thanks Jim, this makes sense to me. I am thinking of mounting mine so the wheels are the same distance out as the stub wings. This would locate the brackets roughly midway between the fuselage and the end of the spar. Austin Clark Pascagoula, MS http://www.datasync.com/~itac/ ------------------------------ Date: Wed, 14 Jan 1998 18:42:29, -0500 From: YCGB97A@prodigy.com (MR JEAN R VERON) Subject: Re: KR: let's just call it a preference Don How does the 23015 compare to the other three? ------------------------------ Date: Thu, 15 Jan 1998 00:01:56 GMT From: bbland@busprod.com (Brian Bland) Subject: Re: KR: Re: Will this work? On Wed, 14 Jan 1998 17:13:05 EST, you wrote: >What if you were to use 3.7 oz. crowfoot foberglass on the fuselage, and= tail >feathers. Would this work? Also I ahve seen different ways that guys are >building the ribs, some are one piece cut out of plywood or something, = and >others are built up with catstrips. Which way is the fastest? >This is to Mike Mimms or anyone else who can help me. I really like the >gullwing doors, but have no ida as to how to do it. If you would please = e-mail >me some plans or try to explain how it is done. > >Thanks - Keith >JAX, FL. Keith, Go to http://home.pacbell.net/mikemims/ and check out his canopy page. Mike has step by step photos and instructions on how he built his canopy. His canopy turned out great and I am copying it for my KR. Brian J. Bland, PP, A&P Claremore, OK Building stretched and widened KR-2S=20 KR-2SBuilder@bigfoot.com http://www.KR-2S.home.ml.org ------------------------------ Date: Wed, 14 Jan 1998 16:19:14 -0800 From: Micheal Mims Subject: Re: KR: Re: Will this work? At 05:13 PM 1/14/98 EST, you wrote: >This is to Mike Mimms or anyone else who can help me. I really like the >gullwing doors, but have no ida as to how to do it. If you would please e-mail me some plans or try to explain how it is done. > >Thanks - Keith >JAX, FL. > > Hi Keith, I think if you go to my canopy page it will explain it self better than I can here. I do have full size templates for the windshield bow, fwd turtledeck bulkhead, firewall, and instrument panel that I plan to copy and give away for postage and copy cost. I should know how much that is next week. Other than using the templates as a place to start I did it using the TLAR design and construction method. Fist you will need your forward and aft turtledecks finished. Then start on http://home.pacbell.net/mikemims/canopy.html and give it a whirl! The side windows are made by cutting a KR2 bubble in half and the windshield is plain old flat wrapped 1/8 plexi-glass. 1/8 is kinda thin so I installed a center post for support. I can upload a drawing or two of the center post on the ideas section if there is interest. Its VERY strong!! Its basically an T shaped piece with 4 layers of 8oz bid glass all around. I don't know what else to tell you, once you start I am sure you will have questions and feel free to call me or send an email. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 16:25:29 -0800 From: Micheal Mims Subject: Re: KR: Re: Will this work? At 05:13 PM 1/14/98 EST, you wrote: >What if you were to use 3.7 oz. crowfoot foberglass on the fuselage, and tail feathers. Are you talking about using it over the 6oz skin or alone? If you are talking about using it alone I wouldn't do it, that would be very lightweight cloth and I promise you will sand through it during the finishing process. On the tail feathers I used a 8oz layer of bid covered by a 6oz layer. Keep in mind this is just what I did its not the right or wrong thing to do I just didn't feel comfortable with the single layer of 6 oz glass. It was REALLY flimsy! ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:29:24, -0500 From: YCGB97A@prodigy.com (MR JEAN R VERON) Subject: Re: KR: Revflow feeding a Continental? The Revflow does not have a venturi. Just a straight thru bore with a square slide. The needle is similar to that of the Posa but does not rotate. It is spring loaded and uses a set screw to adjust inward. therefore if you need a 1/4 or 1/8th turn you can do it not like the Posa where you have to go in 1 full turn increments. Also the machine work is far superior. The mixture control is adjustable to idle cutoff. I don't know if it will work on the Contental but if the one with the engine doesn't work I may try it. Jean N4DD Broken Arrow < OK ------------------------------ Date: Wed, 14 Jan 1998 19:12:41 EST From: KR2 616TJ Subject: Re: KR: Diel Gear In a message dated 98-01-14 18:29:09 EST, you write: << ... I've got his gear too, and mounted mine out toward the ends of >the center spar which put them about 1/4" from the ends of the wing attach >fittings. There are at least 2 other builders that are doing or have done the >same thing. >Troy Pettway's KR-2 is this way, has a very nice wide stance and, I'm told, >handles beautifully on the ground. I wanted to have really good ground >handling since I have no tail-dragger time. > >Jim Hayward > > Thanks Jim, this makes sense to me. I am thinking of mounting mine so the wheels are the same distance out as the stub wings. This would locate the brackets roughly midway between the fuselage and the end of the spar. Austin Clark >> Austin, I have done the same thing and calculated the position of the mounting bracket so that the end of my axle with bolt head for the wheel pants will be on line with my wing attach fittings. Look at my index page and this will give you an idea just how far the mains are apart. I, like Jim, think that having this wide footprint will make for a more forgiving taildragger. Now that I said that, think about this; are you going to be trailoring your bird, because if you are it's going to take a customized trailor as mine is just barely short of seven feet from outside of wheel pant to outside of wheel pant with the outside tire to outside of tire measurement being 6" "10". Dana Overall Richmond, KY kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085 ------------------------------ Date: Wed, 14 Jan 1998 19:57:49 EST From: leperkins@juno.com (Lloyd Perkins,Jr.) Subject: KR: Re:Buying R/C MODELS ATTN ALL KRNETTERS: For those of you who have old R/C Models laying around collecting dust while your building your KR.... Turn them into cash.. Call me @540-786-2838 or E-mail me at LEPERKINS@JUNO.COM with a list and prices .I will pay the shipping. Thanks, Lloyd ------------------------------ Date: Wed, 14 Jan 1998 17:03:35 -0800 From: Micheal Mims Subject: KR: WS center post Drawing of my windshield center post is located at: http://home.pacbell.net/mikemims/post.jpg ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:47:32 EST From: EagleGator Subject: KR: Wing Washout Don't lose sight of why the washout is there in the first place. Wing stall is a product of angle of attack, and the washout keeps the angle of attack at the ends of the wing lower than at the root. What this does for you is keep the outer portion of the wing flying, including the aileron, while the root of the wing is entering a stalled condition. The idea is to get some indication through the seat of your pants that the airplane is entering a stall before the entire wing stalls and still allow you some roll authority. Reducing the washout reduces the margin between your first indications of a stall and a full wing stall. As a matter of fact, loss of aileron effectiveness is an indication of approach to stall in a wing with washout. While using rudder to counter wing drop at low speed is a good practice, there are times when a quicker roll rate is needed, and the washout makes this available. The natural reaction for low time or non-current pilots is to counter wing drop with aileron, not rudder, which we know will impart adverse yaw and lead to spin entry if not corrected. This doesn't mean you shouldn't mess with the washout, just be aware of the flight characteristics you will be changing. You may be able to get more speed with less washout, but you need to be ready to handle the change in low speed handling characteristics. Personnally, I'm going to teach my kids to fly in my KR, so I'm going to leave the washout per the plans. ------------------------------ Date: Wed, 14 Jan 1998 20:11:51 EST From: EagleGator Subject: Re: KR: Diehl Gear Spacing The instructions Dan gives you with the gear tell you to mount the gear as close to the fuselage as possible, which keeps the moment arm between the gear mounts and the lateral CG as small as possible. While ground handling will improve with a wider stance, you need to look at the additional stresses you will be imparting on your center spar, particularly during a hard landing (we all drop it in some times). I haven't looked at the numbers, but if you are spreading the gear you should know what they are. Just call me "Mr. Conservative". Cheers! Rick Junkin EagleGator@aol.com St. Charles MO ------------------------------ Date: Wed, 14 Jan 1998 20:26:42 EST From: KMcken7414 Subject: Re: KR: Wing Washout Keep in mind that if a wing has washout that there was something wrong with the design in the first place. Not something wrong in the sense that it is bad, but wrong in the sense that it has not been perfected like a Clark Y for instance. Keith ------------------------------ Date: Wed, 14 Jan 1998 18:04:09 -0800 From: Micheal Mims Subject: Re: KR: Wing Washout You can also play around with stall strips if you find your KR with only 1.5 degrees of incidence does not provide you with enough stall warning. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:12:04 -0700 From: Ron Lee Subject: Re: KR: Wing Washout At 06:04 PM 1/14/98 -0800, you wrote: >You can also play around with stall strips if you find your KR with only 1.5 >degrees of incidence does not provide you with enough stall warning. Let a bubba ask a question here. Did you mean WASHOUT instead of INCIDENCE? Ron ------------------------------ Date: Wed, 14 Jan 1998 21:25:12 -0500 From: Donald Reid Subject: Re: KR: Wing Washout KMcken7414 wrote: > > Keep in mind that if a wing has washout that there was something wrong with > the design in the first place. Not something wrong in the sense that it is > bad, but wrong in the sense that it has not been perfected like a Clark Y > for instance. > > Keith I am not sure what this means, since almost all aircraft have some sort of stall control built into the wing, to ensure that the root stalls first and the tips last. Washout, higher lift section at the tip vs the root, swept forward, stall strips, vortex generators, etc. Except for hard core acro planes, they all have something. - -- Don Reid Bumpass, Va. mailto:donreid@erols.com http://www.erols.com/donreid/kr_page.htm ------------------------------ Date: Wed, 14 Jan 1998 21:12:46 EST From: MikeT nyc Subject: Re: KR: Construction update. > I had a rrevflow on my Sonerai II and loved it. I tried the Posa and >Zenith but liked the Revflow best. When I bought the KR-2 I ordered a >Revflow because i just didn't like the Posa. I never got it on >because it required remaking the exhaust system. I planned to do that >after the KR gathering but when i discovered the cracked block i >decided to buy an O-200 instad of another VW. > Jean > N4DD > Broken Arrow,OK I'd be interested in the Posa or the Zenith if you have them for sale. Mike Taglieri ------------------------------ Date: Wed, 14 Jan 1998 19:26:22 -0700 From: Ron Lee Subject: KR: Tailwheel Flight Training Program The next thing I think we need to work on as a group is to author >a KR-2 flight transition training syllabus[sp?]. I'm thinking that if you spend 10 >years and >$10,000 on your airplane, another $1000-2000 on some >flight instruction is probably a good investment. > At a minimum, it seems that getting endorsed for a taildragger >is a good idea. > > 2) Now that you are solo... what types of things would you practice? > Dutch rolls. Slow Flight. > Or do you do say 30 full stop landings. What is the best value for > your solo $$$. Most people are required to have a tailwheel endorsement if they want to fly a taildragger with no experience. IMO, it would be idiotic to fly a KR taildragger without being properly trained to fly it. I doubt anything besides tailwheel landings and take-offs is of any value. Once you are airborne, a Citabria flies like a Cessna 172. >Then, it's time to move into transition mode. You have the rough >taildragger background, now look for aircraft & dual instruction that >are a closer match to the KR. If you can go up in a KR great... if >not... what type of aircraft do people recommend? >Jeff Scott suggested getting rear seat solo time in a taildragger like >a Champ. This is great, but the Cub I flew in solos from the front. >Any other rear seat taildraggers out there? I think the idea here >is to fly anything with restricted forward visability during taxi, >take-off and landing, to become comfortable with this situation. I do not think it would be wise for a low-time pilot to fly solo from the back seat, even if the plane allows it. I had planned on flying a Champ from the back seat WITH the instructor in front. Weather cancelled that flight and one in a Citabria. One more input. Ross suggested starting early with the tailwheel training. Excellent idea. I spent four months looking for another taildragger to become proficient in main wheel landings. There is another training point....be sure to learn main wheel landings . > -- Ross Ron Lee ------------------------------ Date: Wed, 14 Jan 1998 21:30:28 -0500 From: Donald Reid Subject: Re: KR: let's just call it a preference MR JEAN R VERON wrote: > > Don > How does the 23015 compare to the other three? Just looking at the data in one of my references, it has some laminar flow, moderately good drag for an old design, very low pitch moment, good maximum list coeffiecient, and a very sharp stall. I read one article that described it as a "brutal stall", it is very sharp and abrupt. If memory still works, this one has been used on a lot of designs. - -- Don Reid Bumpass, Va. mailto:donreid@erols.com http://www.erols.com/donreid/kr_page.htm ------------------------------ Date: Wed, 14 Jan 1998 21:12:57 EST From: MikeT nyc Subject: Re: KR: let's just call it a preference >>Mike, >> I think that messing with the washout will impact the >>aileron effectiveness. The idea is to have a higher >>angle of incidence at the root so that the root stalls >>first, then give the ailerons a chance to keep flying to >>keep you from the spin situation. > >Well I am not sure it will change the "effectiveness" of the ailerons, >washout is usually a means of stall warning for the pilot. If the root >starts to stall first (as it should in a normal plane with washout) the tips >still fly and allow the pilot to recognize something is wrong before he >loses his ailerons. > >Losing your ailerons is normal procedure in most airplanes when you do a >full stall, remember the control surfaces stall alphabetically, ailerons , >elevator, then rudder. A purely aerobatic ship will have no washout at all. > > >You can change the incidence and still have 3 degrees of washout if you want. > >FYI The KR and Taylor Monoplanes were the only GA aircraft I could find with >more then 2.5 degrees washout, I think the only reason the KR has this much >is because the Monoplane did and that's the airplane we are ALL copying. >Something to keep in mind, Ken didn't design the KR he designed the foam and >dynel flying surfaces and installed them on a Taylor Monoplane. Gee I hope >that doesnt start a firefight! :o) Yes, the reason I was wondering if the washout might be too much is because it seems to be generally agreed that the incidence is too much and the same guy blessed us with both. Speaking of the RAF 48's "gentle stall," how gentle is it compared to, say, a Cessna 152 or 172? I find the 152's power-off stall to be a nonevent, although they can sometimes drop a wing viciously in a power-on stall. If cutting the washout made power-off stalls on the KR somewhat worse than the 152's, I could live with it. There's no reason to do power-on stalls, so I don't care how vicious they are. Mike Taglieri ------------------------------ Date: Wed, 14 Jan 1998 21:24:19 EST From: JEHayward Subject: Re: KR: Re: epoxy In a message dated 98-01-14 14:31:18 EST, you write: << If anyone is interested in a one part epoxy, please let me know. This stuff is incredible. >> I guess I don't understand what makes it cure if it's a one-part. Is it like glue in that you just expose it to air and it cures? Jim Hayward ------------------------------ Date: Wed, 14 Jan 1998 21:12:54 EST From: MikeT nyc Subject: Re: KR: Spar question In a message dated 98-01-14 02:56:23 EST, you write: >> These holes also help water to run out that accumulates from condensation, >so >> I would put them at the bottom of the aft shear web, in the middle, which >may >> be what you mean. >> >> Mike Taglieri >Uhh... My understanding is that these holes are to allow for equalizing >pressure at altitude so that the shear webbing doesnt "pop" off the >spar caps at altitude. I hadn't thought of the condensation angle, but >even living in Oregon, I don't expect much water to come pooring out of >my >spars. I don't recall where I read this, but as you fly up high, air vents out from the cells. When you descend again, air goes back in, but it's not the same air, and it has a fresh load of water vapor that condenses when the wings cool in the evening. This happens over and over again. If you provide a way for the air to go in and out but not for the moisture to get out, you could accumulate quite a bit of water in there. Mike Taglieri ------------------------------ Date: Wed, 14 Jan 1998 19:45:31 -0700 From: Ron Lee Subject: KR: Questions on Tailwheel Landings Jim Faughn has a great article on landing a taildragger. I am curious about several things. One is his stall speed in normal flight. The other is his comment about being at a low speed (40 mph) when he finally touches down. That would seem to imply a tail low attitude. In my recent tailwheel proficieny flights, I normally flew final at 80 mph, then added a bit of power just prior to crossing the threshold. The idea was to keep the tail up and fly the plane down to the runway. When the mains touch, reduce power and move the stick forward a bit to plant the mains and kill some of the wing lift. Keep moving the stick forward per Jim's comments. I believe I was flying at 65-70 when I finally touched the mains but never really looked (that would require open eyes). Jim, are there subtle differences between making a good landing in a KR taildragger and planes like the Citabria? One thing that comes to mind is ground effect which should be more pronounced for a KR. Ron Lee ------------------------------ Date: Wed, 14 Jan 1998 21:24:13 EST From: JEHayward Subject: Re: KR: Spar question In a message dated 98-01-14 02:42:12 EST, you write: << I left about a 1/4" area on the inside of the box near the glue area to insure that the varnish wouldn't seep near where I was going to epoxy later. -- Ross >> I figured I might get sloppy so after the 2 coats of varnish on the inside of the spar and with only one shearweb remaining to install, I epoxied the shearweb completely on the side that would be on the inside of the spar and put 'er together. Jim Hayward ------------------------------ Date: Wed, 14 Jan 1998 18:58:00 -0800 From: Micheal Mims Subject: Re: KR: Wing Washout At 07:12 PM 1/14/98 -0700, you wrote: >At 06:04 PM 1/14/98 -0800, you wrote: >>You can also play around with stall strips if you find your KR with only 1.5 >>degrees of incidence does not provide you with enough stall warning. > >Let a bubba ask a question here. Did you mean WASHOUT instead of INCIDENCE? > >Ron > Ahhh Yep!! ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:09:23 -0800 From: Micheal Mims Subject: Re: KR: let's just call it a preference (23015) At 09:30 PM 1/14/98 -0500, you wrote: I read one article that described it as a "brutal stall", it is very sharp and >abrupt. If memory still works, this one has been used on a lot of >designs. >-- >Don Reid Kinda funny in theory the stall is supposed to be as you said "brutal" but in practice I have yet to see this happen! The A-36 Bonanza for example, great flying airplane, stall is no more exciting than the C-150, perhaps even boring! RV series, reported stall characteristics are normal. F-19 Taylorcraft, stalls like a baby! And the list goes on! What does that say about some of the fluid dynamic tables? I don't get it! I will admit the stall on airplanes with this wing is slightly different but I had no problems a with any of the aircraft I flew that used this airfoil. The A-36 would develop a nice mushy feeling , shake a little and then it stalled, almost always straight ahead! On thing I liked about this airfoil is how well it does at slow speeds considering its high speed ability. Like you said, she's a good ole foil and that's why I picked her! Of course having a few thousand hours sitting on top of this airfoil kinda swayed me a little bit! :o) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 21:50:07 EST From: DeGangeJ Subject: KR: Linear Actuators I saw an earlier post where someone was asking about a source of linear actuators for use on belly-boards or flaps. I came across a possible candidate during my "paying" job as a Mechanical Engineer. A company called LINAK produces linear actuators for industrial and medical applications (hospital beds). Their model LA12.1 is a 12 VDC unit that produces up to 100 pounds of thrust at 0.4 inches/second travel. Various stroke lengths are available. Retracted the unit measures about 2" x 3-3/8" x 9-5/8" and is constructed of high strength plastic. the unit also has built-in limit switches. Price is around $110. Contact LINAK U.S. Inc, Louisville KY, (502) 267-4411 ------------------------------ Date: Wed, 14 Jan 1998 21:22:42 -0600 (CST) From: Shane & Lynn Subject: Re: KR: Wisconsin KR's Hi, my name is Shane King. I live in DeForest, near Madison. I have been building my KR2S in my garage the past three years. I am almost done and ready for take off! Please reply if you have any questions. e-mail address: king@itis.com Best of Luck with yours. Shane King ------------------------------ Date: Wed, 14 Jan 1998 19:24:28 -0800 From: Micheal Mims Subject: Re: KR: Questions on Tailwheel Landings At 07:45 PM 1/14/98 -0700, you wrote: I normally flew final at 80 mph, then added a bit of power just prior to crossing the threshold. The idea was to keep the tail up and fly the plane down to the runway. > >I believe I was flying at 65-70 when I finally touched the mains but never >really looked (that would require open eyes). > I don't know dude, sounds kinda hot to me but then again I aint never flown no Airbatic,...I mean Citabria! Then again I was never a big fan of wheel landings. Seem to me more people got themselves in trouble using all that unnecessary speed! I guess they have a place but I never found it. Oh wait,..they do wear out brakes faster! :o) Maybe let the flying KR tailgraggers submit their comments and just take mine as food for thought, are you hungry? Jim you out there? ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:30:12 -0800 From: Micheal Mims Subject: Re: KR: Wisconsin KR's At 09:22 PM 1/14/98 -0600, you wrote: >Hi, my name is Shane King. I live in DeForest, near Madison. I have been >building my KR2S in my garage the past three years. I am almost done and >ready for take off! Welcome Shane and thanks for joining up! We need more builders here especially ones who are almost finished! Tell us a little more about your KR if you have time. Engine? Scratch built? Kits? Weight? We wanta know! :o) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 20:17:45 From: Austin Clark Subject: KR: Elevator Hinge Bolt Installation I have been working on mating the elevator to the horizontal stabilizer. I glassed the concave part of the hor. stab. tonight. I am trying to figure a way to install the hinge bolts and the best idea I have come up with is to notch the rounded part of the elevator and create a chamber for them to rest in until I am ready to bolt up the hinges. I think I can use needle nose pliers to work them into the hinges. Once in, I would fill up the little chamber and glass over it. This would prevent the bolt from backing out of the hinge if the nut were to come off. What have others done? Maybe someone has a photo of their method on their web page. Thanks, Austin Clark Pascagoula, MS http://www.datasync.com/~itac/ ------------------------------ Date: Wed, 14 Jan 1998 20:37:04 -0700 From: Ron Lee Subject: Re: KR: Questions on Tailwheel Landings The instructor mentioned the high speed was better for training since it allowed better recovery from boo-boos. I believe he mentioned that alone he flew final at about 60 mph (stall somewhere around 50...maybe lower). As for the main wheel landings...do not use brakes at all. Asfor the flying KR Taildragger macho dudes, is it not prefered to d a main wheel landing so you can see where you are going? PS Mike, I just looked at the pic of Gerge Bell in your KR. Besides the great looking canopy, it appears you actually have some head room. Was he sitting on a seat or is your canopy higher than a typical KR? Ron > I normally flew final at 80 mph, then added a bit of power just prior to >crossing the threshold. The idea was to keep the tail up and fly the plane >down to the runway. >> >>I believe I was flying at 65-70 when I finally touched the mains but never >>really looked (that would require open eyes). >> > >I don't know dude, sounds kinda hot to me but then again I aint never flown >no Airbatic,...I mean Citabria! Then again I was never a big fan of wheel >landings. Seem to me more people got themselves in trouble using all that >unnecessary speed! I guess they have a place but I never found it. Oh >wait,..they do wear out brakes faster! :o) > >Maybe let the flying KR tailgraggers submit their comments and just take >mine as food for thought, are you hungry? Jim you out there? >~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ >Micheal Mims >Oh My,.......Its 1998!! > >mailto:mikemims@pacbell.net >http://home.pacbell.net/mikemims > > ------------------------------ Date: Wed, 14 Jan 1998 20:44:01 -0700 From: Ron Lee Subject: KR: Pitch Trim Mike Mims has a section on his web site detailing how to use a Long-EZ type trim handle for pitch trim on a KR. Looks like a good idea. Would you anticipate using that system in place of an elevator mounted trim system or in addition? Ron Lee ------------------------------ Date: Wed, 14 Jan 1998 19:56:08 -0800 From: Micheal Mims Subject: Re: KR: Questions on Tailwheel Landings At 08:37 PM 1/14/98 -0700, you wrote: As for the main wheel landings...do not use brakes at all. As for the flying >KR Taildragger macho dudes, is it not prefered to d a main wheel landing so you can see where you are going? > Well once again I am not a KR flying macho dude but when I flew with Troy in his KR the over the nose thing on landing was no big deal. I think it one of those KR traits that is being blown out of proportion. >PS Mike, I just looked at the pic of Gerge Bell in your KR. Besides the >great looking canopy, it appears you actually have some head room. Was he sitting on a seat or is your canopy higher than a typical KR? > Its much higher, and yes he is sitting in the seat and he is 6 foot tall! My fwd t-deck bulkhead is 19 inches tall and the windshield bow is 20 inches. These measurements taken from the top longeron to the outside of the windshield and t-deck. I don't know how tall a stock KR2 is above the longeron but it looks to be about half of what mine is. Anyone out there have one handy to measure? Ross run out to your garage and take your tape measure dude! :o) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 19:57:15 -0800 From: Micheal Mims Subject: Re: KR: Pitch Trim At 08:44 PM 1/14/98 -0700, you wrote: >Mike Mims has a section on his web site detailing how to use >a Long-EZ type trim handle for pitch trim on a KR. Looks like >a good idea. Would you anticipate using that system in place >of an elevator mounted trim system or in addition? > >Ron Lee > Its the only pitch trim I got dude! ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Wed, 14 Jan 1998 21:46:07 -0700 From: cartera@cuug.ab.ca Subject: Re: KR: Questions on Tailwheel Landings Micheal Mims wrote: > > At 07:45 PM 1/14/98 -0700, you wrote: > I normally flew final at 80 mph, then added a bit of power just prior to > crossing the threshold. The idea was to keep the tail up and fly the plane > down to the runway. > > > >I believe I was flying at 65-70 when I finally touched the mains but never > >really looked (that would require open eyes). > > > > I don't know dude, sounds kinda hot to me but then again I aint never flown > no Airbatic,...I mean Citabria! Then again I was never a big fan of wheel > landings. Seem to me more people got themselves in trouble using all that > unnecessary speed! I guess they have a place but I never found it. Oh > wait,..they do wear out brakes faster! :o) > > Maybe let the flying KR tailgraggers submit their comments and just take > mine as food for thought, are you hungry? Jim you out there? > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ > Micheal Mims > Oh My,.......Its 1998!! > > mailto:mikemims@pacbell.net > http://home.pacbell.net/mikemims Right on man! right on. Experience seems to put everything in a different light, eh???? - -- Adrian VE6AFY cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ End of krnet-l-digest V2 #14 ****************************