From: owner-krnet-l-digest@teleport.com[SMTP:owner-krnet-l-digest@teleport.com] Sent: Sunday, January 18, 1998 4:39 PM To: krnet-l-digest@teleport.com Subject: krnet-l-digest V2 #18 krnet-l-digest Sunday, January 18 1998 Volume 02 : Number 018 ---------------------------------------------------------------------- Date: Sun, 18 Jan 1998 06:33:17 PST From: "Oscar Zuniga" Subject: KR: V-Tail >Paul Eberhardt wrote: >> >> Has anyone ever considered using a V tail (Bonanza style) on their KR? >> You don't see many V tailed kit planes, but they seem to be popular in >> sailplanes. > All of Leeon Davis' designs feature the V-tail, and he makes them go fast. In his stories (e.g. in Contact!) about development of his latest design for speed records, he mentions that the V-tail design is, to him, simpler and he wonders why others don't use it more. He could probably help you a lot on the mixer arrangement. Could be kinda cool! Oscar Zuniga Medford, Oregon ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ Date: Sun, 18 Jan 1998 07:53:00 -0700 From: Ron Lee Subject: Re: KR: Elevator Hinge Bolt access At 11:12 PM 1/17/98 -0800, you wrote: >Yall can go to my tail page and see the horizontal and vertical tail fillet >now that it has been filled and sanded. Also there are a few pictures and a >short explanation of my hinge bolt access cutouts. They are not the most >glamorous things but they are on the bottom of the elevator! Gotta love folks with web pages who can shown "slow" people like me how something is done. I was going to say everyone would run to look under Mike's elevator and gasp at the UGLY cutouts, but they look great. I did >something completely different on the rudder as I did not want those ugly >slot showing! My rudder hinge is a one piece rod that slides up from the >bottom into all the hinges. Looks nice and was easy to do! And best of all >no ugly slots! Here is the URL to the tail page: One question on the rudder hinge rod. How will you secure it to keep it from falling out. Probably stupid question but those are my forte. Ron Lee >http://home.pacbell.net/mikemims/tail.html >~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ >Micheal Mims >Oh My,.......Its 1998!! > >mailto:mikemims@pacbell.net >http://home.pacbell.net/mikemims > > ------------------------------ Date: Sun, 18 Jan 1998 06:57:15 PST From: "Oscar Zuniga" Subject: KR: Tailwheel Noise. Dana wrote: >I came up with what I think is the poor man's solution to the >tailwheel spring noise problem. >The noise reduction, I am sure will be remarkable. Dana; Did you say you were using the Great Plains tailwheel unit, or the stock Rand-Robinson? I understand that the Great Plains unit is much better and quieter. The C-150/150 tailwheel conversion I flew was extremely loud on the ground, and it had STOL cuffs on the wings and could land real slow; but imagine a metal megaphone from the tailwheel to the cockpit and you get the idea. My instructor used to have a Cassutt Racer, and it had a tailwheel even smaller than the shopping cart item used on the KR- he brought the Cassutt in over the fence at 100, and at touchdown you can imagine what that little tailwheel would sound like. Oscar Zuniga Medford, Oregon ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ Date: Sun, 18 Jan 1998 07:20:17 PST From: "Oscar Zuniga" Subject: KR: Tailwheel Flight Training Ross- FWIW, my local FBO requires a 10 hr. dual checkout for tailwheel endorsement. Depending on insurance and etc., that would be the minimum. The great majority of those hours will be doing touch and goes, since once in the air it don't matter. Don't know where you got the idea that you need 100 hrs. Also- yes, it would be great if that 10 hrs. could be in a Pitts or Starduster, but how many FBOs have them on the line, or how many of your buds would be nice enough to let you use theirs? And, BTW- when I got to fly front 'pit in a Starduster Too, it landed when I thought we were still about 50' above the runway ;o) That puppy has _long_ legs! I'm picturing the KR touching down feeling more like riding a go-kart. I mean, it must feel like the asphalt is sanding the back pockets off your Levis. Oscar Zuniga Medford, Oregon ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ Date: Sun, 18 Jan 1998 09:20:36 -0800 From: Micheal Mims Subject: Re: KR: Spins and Tomahawks At 05:58 AM 1/18/98 -0800, you wrote: >Hi Mike. > >>The "particular aircraft" you fly is part of the problem: Aviation Safety >>reported some time ago (and may in fact, have discovered this -- I don't recall) that Piper departed from the type certificate during the course of the production run of Tomahawks by making many of them without enough ribs in the wings. These planes are too dangerous to stall and probably should be destroyed. >>>>>>>>. Mike something else you need to remember, if Aviation Safety thinks the PA-38 should be destroyed imagine what they would say about the KR series! If they ran a full stall/spin series in all weight and CG conditions and if they survived I bet not only would they want to destroy all the KRs but they would dig up John Taylor and Kens remains and flog them! I am with Ed on this one, the Tomahawk is not dangerous its just different. Its just my opinion but I feel the C-150/152 are better basic trainers but by no means is the PA-38 so dangerous it should be "destroyed". Let the future students take care of that. PS Mike I realize you are not the one saying the PA-38 is dangerous you just repeated what you read so this isn't a flame directed at you. Just like anything else you read, you know as well as I know there is a lot os BS out there! SO please dont take it personally and maybe we better drop the whole subject anyway since its about a Piper and not a KR. Sorry for the use of bandwidth folks! FYI Go check NTSB reports on the PA-38 ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Sun, 18 Jan 1998 09:26:34 -0800 From: Micheal Mims Subject: Re: KR: Elevator Hinge Bolt access At 07:53 AM 1/18/98 -0700, you wrote: >One question on the rudder hinge rod. How will you secure it to keep it from falling out. Probably stupid question but those are my forte. > >Ron Lee > Remember no such thing as a stupid question on stupid people! Just joking but I heard that line the other night and just had to use it! Anyway once you bolt the tailwheel spring on the hinge can not come out. To remove you unbolt one of the AN bolts on either side of the spring and slide it to the side then pull the hinge pin out. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Sun, 18 Jan 1998 10:06:32 -0800 From: Ross Youngblood Subject: KR: [Fwd: Many] This is a multi-part message in MIME format. - --------------8B070B8D7FEBB7F026B646AF Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit This was posted to krnet@teleport.com, not krnet-l@teleport.com, it ends up in the admin mail folder... I forwarded it looks like thats the right thing in this case. -- Ross - --------------8B070B8D7FEBB7F026B646AF Content-Type: message/rfc822 Content-Transfer-Encoding: 7bit Content-Disposition: inline Received: by mail1 for krnet (with Cubic Circle's cucipop (v1.21 1997/08/10) Sun Jan 18 09:58:51 1998) X-From_: jfaughn@mo.net Sat Jan 17 06:00:04 1998 Return-Path: jfaughn@mo.net Received: from Walden.MO.NET (Walden.mo.Net [209.96.2.52]) by smtp4.teleport.com (8.8.7/8.7.3) with ESMTP id GAA21084 for ; Sat, 17 Jan 1998 06:00:02 -0800 (PST) Received: from mo.net (DialIP5-448.mvp.net [209.96.71.194]) by Walden.MO.NET (8.8.5/8.6.10) with ESMTP id IAA14782 for ; Sat, 17 Jan 1998 08:03:15 -0600 (CST) Message-ID: <34C0BA3B.22439885@mo.net> Date: Sat, 17 Jan 1998 08:03:39 -0600 From: Jim Faughn X-Mailer: Mozilla 4.04 [en] (Win95; U) MIME-Version: 1.0 To: "krnet@teleport.com" Subject: Many Content-Type: multipart/alternative; boundary="------------BBB3088D5740D2E881020243" - --------------BBB3088D5740D2E881020243 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit 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 What I found different between the KR and all other planes I flew was the Ground effect was dramatic and the light weight doesn't allow it to drop through the ground effect as fast. That means it performs differently with two people in it when in the very final landing phase. By myself I use no throttle when in the very final stage. With a 190 lb passenger I will use 1500 rpm to help dampen the extra weight and I can make a better landing. Jim (Next question below) Date: Fri, 16 Jan 1998 06:33:21 PST From: "Oscar Zuniga" Subject: KR: Tailwheel Landings You wrote: >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. > Stick forward to KILL wing lift? Goes against the grain; usually lowering angle of attack means less drag and more lift. Goes against the 'full-stall', stick-in-your-lap, conventional tailwheel training for all but wheel landings. Wheel landings are necessary when the crosswind is blowing (and when doesn't it?), but full stall landing means you're going as slow as possible when you touch it down. Definitely ground effect will be a factor in a low low-winger like the KR, but all of my tailwheel time is in high-wingers and bipes. Oscar Zuniga Medford, Oregon I am not the engineer type that many are on this list and am ignorant about some aspects of flying (which I don't mind admitting). I will explain what I am trying to say and someone can tell me what the correct word or phrase is for it. I see lift as a function of three elements - Airfoil, speed, and angle of attack. The reason that I raise the tail when landing is to see over the nose and "reduce lift" which according to my definition would reduce the angle of attack since I can't change the two other elements in my definition as quickly. In a nose dragger, this is done automatically because the CG causes it when it settles on the nose wheel, where in the tail dragger (preferred option!) this must be done by the pilot. Most of the time, I will try to land with the tail wheel very close to the ground so the touch down speed is lower and then raise the tail wheel to reduce the angle of attack. Regardless of terminology, the technique works. This technique is a modification of the "traditional" technique for tail wheels because the KR is an absolute handfull when the tail wheel is on the ground and going real fast as in a full stall landing. Jim (Next question below) Date: Fri, 16 Jan 1998 13:27:04 -0600 (CST) From: Steven A Eberhart Subject: KR: need KR stall spd. for NLF project Ashok would like to know the stall speed flying KR-2 and KR-2S's with the RAF48 airfoil. Also, what is the general concensus about what the stall speed of a KR-2S should be with the new NLF airfoil. THis would be an unflapped speed as flaps can be used to lower it if necessary. We are using 180 mph as the target cruise speed. Should this be lower? Steve Eberhart Evansville, IN newtech@newtech.com My KR stalls at about 45 mph with one on board. Have a nice day. - -- Jim Faughn N8931JF St. Louis, MO (314) 652-7659 or (573) 465-8039 - --------------BBB3088D5740D2E881020243 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit  

Date: Wed, 14 Jan 1998 19:45:31 -0700
From: Ron Lee <ronlee@pcisys.net>
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

What I found different between the KR and all other planes I flew was  the Ground effect was dramatic and the light weight doesn't allow it to drop through the ground effect as fast. That means it performs differently with two people in it when in the very final landing phase. By myself I use no throttle when in the very final stage. With a 190 lb passenger I will use 1500 rpm to help dampen the extra weight and I can make a better landing.

Jim    (Next question below)

Date: Fri, 16 Jan 1998 06:33:21 PST
From: "Oscar Zuniga" <taildrags@hotmail.com>
Subject: KR: Tailwheel Landings

You wrote: <snip>
>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.
>

Stick forward to KILL wing lift?  Goes against the grain; usually
lowering angle of attack means less drag and more lift.  Goes against
the 'full-stall', stick-in-your-lap, conventional tailwheel training for
all but wheel landings.  Wheel landings are necessary when the crosswind
is blowing (and when doesn't it?), but full stall landing means you're
going as slow as possible when you touch it down.

Definitely ground effect will be a factor in a low low-winger like the
KR, but all of my tailwheel time is in high-wingers and bipes.

Oscar Zuniga
Medford, Oregon

I am not the engineer type that many are on this list and am ignorant about some aspects of flying (which I don't mind admitting). I will explain what I am trying to say and someone can tell me what the correct word or phrase is for it.

I see lift as a function of three elements - Airfoil, speed, and angle of attack. The reason that I raise the tail when landing is to see over the nose and "reduce lift"  which according to my definition would reduce the angle of attack since I can't change the two other elements in my definition as quickly. In a nose dragger, this is done automatically because the CG causes it when it settles on the nose wheel,  where in the tail dragger (preferred option!) this must be done by the pilot.

Most of the time, I will try to land with the tail wheel very close to the ground so the touch down speed is lower and then raise the tail wheel to reduce the angle of attack. Regardless of terminology, the technique works. This technique is a modification of the "traditional" technique for tail wheels because the KR is an absolute handfull when the tail wheel is on the ground and going real fast as in a full stall landing.

Jim    (Next question below)

Date: Fri, 16 Jan 1998 13:27:04 -0600 (CST)
From: Steven A Eberhart <newtech@newtech.com>
Subject: KR: need KR stall spd. for NLF project

Ashok would like to know the stall speed flying KR-2 and KR-2S's with the
RAF48 airfoil.  Also, what is the general concensus about what the stall
speed of a KR-2S should be with the new NLF airfoil.  THis would be an
unflapped speed as flaps can be used to lower it if necessary.

We are using 180 mph as the target cruise speed.  Should this be lower?

Steve Eberhart Evansville, IN
newtech@newtech.com

My KR stalls at about 45 mph with one on board.

Have a nice day.
--
Jim Faughn  N8931JF
St. Louis, MO
(314) 652-7659 or (573) 465-8039
  - --------------BBB3088D5740D2E881020243-- - --------------8B070B8D7FEBB7F026B646AF-- ------------------------------ Date: Sun, 18 Jan 1998 10:14:17 -0800 From: Ross Youngblood Subject: KR: krnet Web site down I was informed Saturday that the krnet.org website is returning "403 Access forbidden" I have sent Teleport an email asking them to look into this... I also have to send them $30.00 for additional disk space I asked for in December. Could these two events be related? Hmmm.... we shall see. Lucky for me, several krnetters sent me some funds, so I have $30.00 to send no-problem. - -- Regards Ross ------------------------------ Date: Sun, 18 Jan 1998 12:35:55 -0600 From: "Mark Langford" Subject: KR: project update - pedal return springs KRNetters, I did another update the other day and published it on my web page again, rather than emailing it. It's at http://fly.hiwaay.net/~langford/kmarkl.html . This chapter deals with the canopy lift struts, more on rudder pedals, and more pictures of the plane in general. Although I thought the rudder pedal chapter was closed, I've now arrived at the point that I need some sore of system to keep the rudder pedals fastened to the firewall, rather than flopping rearward from the tension on the cables. I only have a few inches between them and the firewall (long legs), and a spring that short would deform permanently. I may have to go to a pulley and cables with a spring, mounted on the front of the spar or something. Anybody have an elegant solution to this problem? I thought of using a torsional spring mounted to the rudder pedal axis of rotation, but I'd have to weld up a new set for that. I don't think I can stand to make anything else twice, but if I have to... Also, my canopy is at the standard KR2S height (scaled from the plans side view) and I have two inches above my head (I'm 6' tall). I could easily get three more inches by letting the sling seat sag some more. Visibility will be very good. Looking forward to next weekend's Huntsville III gathering. Should be fun... Mark Langford, Huntsville, AL email at langford@hiwaay.net KR2S project construction at http://fly.hiwaay.net/~langford ------------------------------ Date: Sun, 18 Jan 1998 12:36:35 -0600 From: "Mark Langford" Subject: KR: rudder hinge pins PinHeads, The hinge pin idea is great, and only adds 4 ounces for the pin. Mike will probably need the extra weight in his tail anyway. Keep in mind that you can't use Oil*te bushings with this setup though, as you have nothing to keep them from falling out, unless you countersink them to the inside, and then your material gets perilously thin (unless Mike came up with a better way). Are we going to be allowed to fill those slots in on the rudder? It doesn't leave any way to inspect them other than by feel, but that's when we'll know they need replacing. Mine are on the bottom of the elevator too, and I'll leave those open as well. Mark Langford, Huntsville, AL email at langford@hiwaay.net KR2S project construction at http://fly.hiwaay.net/~langford ------------------------------ Date: Sun, 18 Jan 1998 13:55:02 EST From: KR2 616TJ Subject: Re: KR: Tailwheel Noise. In a message dated 98-01-18 09:58:11 EST, you write: << Dana; Did you say you were using the Great Plains tailwheel unit, or the stock Rand-Robinson? >> Oscar, Mine is currently a stock RR unit, but I am experimenting with making a fiberglass rod, buying a dragonfly unit, hardening a steel rod and chroming a nice looking unit or buying Steve's. I believe using 1/4" dense fibered rubber will lesson the noise on any unit you use. Steve sells a "soft" tailwheel that helps a lot by itself. Dana Overall Richmond, KY kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Sun, 18 Jan 1998 11:27:34 -0800 From: Ross Subject: Re: KR: Elevator Hinge Bolt Installation Austin, It occured to me this morning, that I used micro too, so the cavity was not entirely FLOXed, but FLOXED, then micro. Micro cleans up a bit easier than FLOX with the dremel, but the idea is the same. -- Ross Austin Clark wrote: > > At 02:07 1/17/98 -0800, Ross wrote: > > >... I cut a channel as you are considering, then to make it nice, I floxed > it so I wouldn't get any delamination, and dremeled out a cavity for the > bolt. It is > >a REAL pain to get the bolts in and out. I will use cotter pins and > >castelated nuts, and don't plan to flox or fill the hole at this time. > > > > Thanks Ross, this is encouraging. This morning I done as you described and > the epoxy is curing as I write this. I think you are right not to fill the > chamber as this will be handy when you have to remove the elevator or > rudder. We must think alike, I have the cotter pins and castelated nuts > ready for installation. I put a crude sketch of this on my web page, Tail > Group section this morning. > > Austin Clark > Pascagoula, MS > http://www.datasync.com/~itac/ ------------------------------ Date: Sun, 18 Jan 1998 11:47:26 -0800 From: Ross Subject: KR: Re: Pedal Return Springs & Taildragger time Mark, I made a little bracket with a small pulley, and have attached the rudder springs to some AC cable through the pully. This is based on the design Monte Miller posted in the snail mail newsletter a few years back. Oscar, RE: 100 hour taildragger statement This was from my reading of the AC-60 advisory circurlar which suggested 100 hours of solo time prior to flight testing. It occurs to me that some of this time *should/could* be in an airplane closer in type to the KR-2 then the C-152. So, I'm considering that at the maximum end of the spectrum, 100 hours of KR-2 solo time would qualify one for KR2 flight testing status. At a minimum, the 10 hour taildragger endorsement estimate, and some solo touch & goes seems appropriate. I'm looking to come up with somthing that will keep me off the NTSB accident statistics when I fly. -- Ross Mark Langford wrote: > > KRNetters, > > I did another update the other day and published it on my web page again, > rather than emailing it. It's at > http://fly.hiwaay.net/~langford/kmarkl.html . This chapter deals with the > canopy lift struts, more on rudder pedals, and more pictures of the plane > in general. > > Although I thought the rudder pedal chapter was closed, I've now arrived at > the point that I need some sore of system to keep the rudder pedals > fastened to the firewall, rather than flopping rearward from the tension on > the cables. I only have a few inches between them and the firewall (long > legs), and a spring that short would deform permanently. I may have to go > to a pulley and cables with a spring, mounted on the front of the spar or > something. Anybody have an elegant solution to this problem? I thought of > using a torsional spring mounted to the rudder pedal axis of rotation, but > I'd have to weld up a new set for that. I don't think I can stand to make > anything else twice, but if I have to... > > Also, my canopy is at the standard KR2S height (scaled from the plans side > view) and I have two inches above my head (I'm 6' tall). I could easily > get three more inches by letting the sling seat sag some more. Visibility > will be very good. > > Looking forward to next weekend's Huntsville III gathering. Should be > fun... > > Mark Langford, Huntsville, AL > email at langford@hiwaay.net > KR2S project construction at http://fly.hiwaay.net/~langford ------------------------------ Date: Sun, 18 Jan 1998 12:12:23 -0800 From: MARVIN MCCOY Subject: Re: KR: rudder hinge pins Mark Langford wrote: > > Are we going to be allowed to fill those slots in on the rudder? It > doesn't leave any way to inspect them other than by feel, but that's when > we'll know they need replacing. Mine are on the bottom of the elevator > too, and I'll leave those open as well. > - ------------- What about some kind of tape, or mayby epoxy some clear plastic over the slot so you can inspect it????? Marvin McCoy Seattle, WA. North end of Boeing field mr.marvin@worldnet.att.net - ------------------- ------------------------------ Date: Sun, 18 Jan 1998 13:09:07 -0800 From: "John Bouyea" Subject: Re: KR: rudder hinge pins I thought we'd covered this a while back, but I'd rather go to the shop than search the archives... The KR1 project I bought had covers of VERY thin glass laid-up fairly dry (almost resin starved) apparently over wax paper/ mylar over the leading edge of the flying surface the cover will be used on. After the resin cured, the cover was flexible enough to be removed without cracking. The builder placed some spruce blocks on the spar just large enough to take a wood screw through the fairing cover into the block. Seemed pretty simple, but I guess most good ideas are... John Bouyea johnbouyea@worldnet.att.net kr2s - laying out the spars for lamination Hillsboro, Oregon - ---------- > From: MARVIN MCCOY > To: krnet-l@teleport.com > Subject: Re: KR: rudder hinge pins > Date: Sunday, January 18, 1998 12:12 PM > > Mark Langford wrote: > > > > Are we going to be allowed to fill those slots in on the rudder? It > > doesn't leave any way to inspect them other than by feel, but that's when > > we'll know they need replacing. Mine are on the bottom of the elevator > > too, and I'll leave those open as well. > > > > > ------------- > > What about some kind of tape, or mayby epoxy some clear plastic > over the slot so you can inspect it????? > > Marvin McCoy > Seattle, WA. North end of Boeing field > mr.marvin@worldnet.att.net > ------------------- ------------------------------ Date: Sun, 18 Jan 1998 23:30:52 +-200 From: Kobus de Wet Subject: KR: Progress of KR2 ZS-WPX Him folks it's been a while since I last had a posting (something about U/C "them wheels man") well at last I have done the weighing and was surprised to see that after all the work and mods the weight has come down by some 12 pounds. The results of the weighing U/C (landing gear) up and down moves the C of G by .41" (10.5 mm) if you are interested to see what she looks like and if you want to look at the results of the weighing exercise you can look in my other home page on the second page there is a Exel file w&bal.xls to download http://home.intekom.com/kobusdw/ Thats all folks Kobus ------------------------------ Date: Sun, 18 Jan 1998 13:26:47 -0800 From: Douglas Dorfmeier Subject: KR: [Fwd: Re: EA-81 KR2S Installation] This is a multi-part message in MIME format. - --------------6D4011915B0 Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit I am forwarding Reiner's response to some questions I had on his EA81 conversion for those of you who are still debating as I am on choice of engine. I would certainly welcome any feedback on Reiners message. - --------------6D4011915B0 Content-Type: message/rfc822 Content-Transfer-Encoding: 7bit Content-Disposition: inline From: StratusInc To: doug.dorfmeier@worldnet.att.net Received: from imo14.mx.aol.com ([198.81.19.169]) by mtigwc02.worldnet.att.net (post.office MTA v2.0 0613 ) with ESMTP id AAR11707 for ; Sun, 18 Jan 1998 20:43:14 +0000 Message-ID: <3a03da0c.34c26868@aol.com> Subject: Re: EA-81 KR2S Installation X-Mailer: Inet_Mail_Out (IMOv11) Organization: AOL (http://www.aol.com) Date: Sun, 18 Jan 98 20:39:02 +0000 Mime-Version: 1.0 Content-Type: Text/Plain; charset=US-ASCII In a message dated 98-01-16 06:55:53 EST, you write: << He had a 52" prop with 59" pitch and said he had another 10" to the ground. The builder, Dave Blucher, was using 1:85:1 reduction unit and was planning on changing to 1.62:1 because he felt his prop was turning too slow. I am not sure what the horsepower was of his engine or who built it. if 52 is the limitation then you will need a 3 bladed warp drive prop but 2,2 to 1 will be just fine. max prop speed will be about 2500 Some of the other KR2 owners are telling that they think that the EA-81 would actually weigh about 250lbs with reduction gear and fluids. >> a stock engine will most likely be more. the intake alone weighs 12 pounds. on our engine all parts around the block we make from scratch, as light and compact as possible. our engine complete dry weighs 185 with rad muffler liquids 210 to 215. reiner - --------------6D4011915B0-- ------------------------------ Date: Sun, 18 Jan 1998 23:38:20 +-200 From: Kobus de Wet Subject: KR: Bad spelling Sorry make that "Hi folks" Time to get to bed its 23h43 at the bottom end of Africa Kobus ------------------------------ Date: Sun, 18 Jan 1998 13:35:34 -0800 From: Douglas Dorfmeier Subject: KR: EA81 Cowling I am looking for information on engine mounting and cowling for EA81 engine. ------------------------------ Date: Sun, 18 Jan 1998 14:34:17 -0800 From: Micheal Mims Subject: Re: KR: rudder hinge pins At 12:12 PM 1/18/98 -0800, you wrote: What about some kind of tape, or maybe epoxy some clear plastic >over the slot so you can inspect it????? > That really nice KR1 at the gathering had nice aluminum covers that were screwed into the rudder spar, by far the best cure for this I have seen to date! ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Sun, 18 Jan 1998 14:48:23 -0800 From: Micheal Mims Subject: Re: KR: Progress of KR2 ZS-WPX At 11:30 PM 1/18/98 +-200, you wrote: if you are interested to see what she looks like and if you want >to look at the results of the weighing exercise you can look in my other >home page on the second page there is a Exel file w&bal.xls to download >http://home.intekom.com/kobusdw/ > >Thats all folks >Kobus Kobus! Looking good man! Great job, is that a type 4 VW? ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Sun, 18 Jan 1998 12:16:08 From: Austin Clark Subject: Re: KR: Elevator Hinge Bolt access At 23:12 1/17/98 -0800, Michael Mims wrote: >... Also there are a few pictures and a short explanation of my hinge bolt access cutouts. Thanks for uploading the pictures Mike, they really help. I feel much better about cutting these slots. I think I am on the right track. All the help and ideas that are shared on KRnet is bound to speed up building time. I know it has for me! I sure appreciate all you guys that have 'been there, done that' and are willing to share your results. Austin Clark Pascagoula, MS http://www.datasync.com/~itac/ ------------------------------ Date: Sun, 18 Jan 1998 17:59:02 -0600 From: Ed Janssen Subject: Re: KR: Re: Dimple tape > >Hmmm, so if you have a random irregular surface, this does better than >a smooth surface... almost sounds like a hand layup is best. ;) > >-- Ross > Hot Dog! Boy, I've been wait'n a long time for such an article to be printed. Now I have a good excuse not to smooth out my wings before repainting my KR-1. I'll just go ahead and get out the paint gun. Then, if anyone asks, I can tell them the bad looks makes it fly better!! Ed Janssen KR-1 8029J ------------------------------ Date: Sun, 18 Jan 1998 17:55:43 -0600 From: "Mark Langford" Subject: KR: Fw: Main Wheel Position Could somebody with a tri-gear measure from axle to the front of the aft spar and email the guy below? Thanks, Mark Langford, Huntsville, AL email at langford@hiwaay.net KR2S project construction at http://fly.hiwaay.net/~langford - ---------- > From: Rego and Noleen Burger > To: langford@hiwaay.net > Subject: Main Wheel Position > Date: Sunday, January 18, 1998 3:13 PM > > Hello Mark, > As you may see from my sign off I'm Buillding a Cozy Mk4 (CZ4), however > a builder in my Chapter decide to turn his KR2 into a Trike Gear..can > you please find me a measurement from the front of the main spar back to > the axle center to aid in this one please..it tends to drop it's tail on > the ground when climing in? > Thanks. > PS. visit my home page...yours is great. > -- > Rego Burger > CZ4#139 South Africa > Web:http://home.intekom.com/glen/rnb.htm > Work e-mail, mailto:burgerr@telkom.co.za ------------------------------ Date: Sun, 18 Jan 1998 18:03:53 -0600 From: Ed Janssen Subject: Re: KR: Re: Taylor Monoplane (Was let's just call it a preference) At 01:09 AM 1/17/98 -0800, you wrote: >I agree with your point. However I'm thinking that the added >stall warning might be a good idea for some pilots. That was my >point actually. > >Regarding the Taylor Monoplane, I keep meaning to research the plane, >but haven't gotten around to it. Anyone have some photos? > >-- Ross > Ross, The following address will give you something on the Taylor Monoplane. http://www.saaa.com/building/abaa011.htm Ed Janssen ------------------------------ Date: Sun, 18 Jan 1998 16:08:57 -0800 From: Micheal Mims Subject: Re: KR: Re: Dimple tape At 05:59 PM 1/18/98 -0600, you wrote: Now I have a good excuse not to smooth out my wings before >repainting my KR-1. I'll just go ahead and get out the paint gun. Then, >if anyone asks, I can tell them the bad looks makes it fly better!! > >Ed Janssen >KR-1 8029J > Has anyone here had the opportunity to see one of the Rutan factory finished aircraft? I think they do their finish sanding with 36 grit! Obviously the mirror like finish is not required for speed and efficiency, it only adds to the looks of the aircraft. Now I am not saying an irregular surface is ok but the scratches created by 36 grit mean nothing as far as his aircraft are concerned! I have heard there is a possibility that it actually makes the plane fly better! Any opinions on that? (like I have to ask!) ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims Oh My,.......Its 1998!! mailto:mikemims@pacbell.net http://home.pacbell.net/mikemims ------------------------------ Date: Sun, 18 Jan 1998 19:06:09 EST From: KR2 616TJ Subject: Re: KR: rudder hinge pins In a message dated 98-01-18 17:39:27 EST, you write: << That really nice KR1 at the gathering had nice aluminum covers that were screwed into the rudder spar, by far the best cure for this I have seen to date! ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ Micheal Mims >> I too saw the aluminum covers on the video and spent this afternoon cutting up several pieces of flat stock gutter material to make mine. I flush riveted nut plates on the bottom of the cover, inverted so that the bolt does not come out of the bottom of the cover. Drill three holes through top of the cover and your elevator behind the front spar, flox in plastic or aluminum inserts for compression, place the cover through the hinge, bolt it on and you don't have to worry about delamination or having the exposed hinges and pins. I used stainless bolts so as not to have any more holes in the spar than I had to have. This will work the same way on the rudder. It was probably one of the easier "home designed" things I've done. I'll post the pictures on my web page Tuesday or Weds. as soon I take a few more and get them developed. Dana Overall Richmond, KY kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ------------------------------ Date: Sun, 18 Jan 1998 16:39:30 -0800 From: Robert Covington Subject: KR: Re: Dimple tape>Rutan>Finishing >At 05:59 PM 1/18/98 -0600, you wrote: > Now I have a good excuse not to smooth out my wings before >>repainting my KR-1. I'll just go ahead and get out the paint gun. Then, >>if anyone asks, I can tell them the bad looks makes it fly better!! >> >>Ed Janssen >>KR-1 8029J >> > >Has anyone here had the opportunity to see one of the Rutan factory finished >aircraft? I think they do their finish sanding with 36 grit! Obviously the >mirror like finish is not required for speed and efficiency, it only adds to >the looks of the aircraft. Now I am not saying an irregular surface is ok >but the scratches created by 36 grit mean nothing as far as his aircraft are >concerned! I have heard there is a possibility that it actually makes the >plane fly better! Any opinions on that? (like I have to ask!) >~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ >Micheal Mims >Oh My,.......Its 1998!! I saw the Boomerang at Chino, and noticed the lack of smooth finishing. I didn't know whether this was due to lack of time or just not caring. Maybe all those scratches act like little vortex generators and reattach all the airflow. Ithink that a KR will gain a couple extra knots from a smooth paint job though. Would definitely help in the resale dept. Robert Covington ------------------------------ End of krnet-l-digest V2 #18 ****************************