From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Monday, May 10, 1999 12:23 AM To: kr-net digest recipients Subject: kr-net digest: May 09, 1999 KR-net users group Digest for Sunday, May 09, 1999. 1. Re: The new elevator design. 2. Re: The new elevator design. 3. Re: The new elevator design. 4. Re: The new elevator design. 5. Test, do not read 6. KR Gathering 7. Re: laminating spars, Troy update 8. Progress? (engine build up) ---------------------------------------------------------------------- Subject: Re: The new elevator design. From: Mike Mims Date: Sun, 09 May 1999 08:09:12 -0700 X-Message-Number: 1 Dean Collette wrote: > > Mike, > > There is a lot more to it then just the horns. Elevators are like a few other things, size does matter.>>> Well there you have it, I didn't realize the elevator itself was larger. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Ailerons almost done! http://www.geocities.com/CapeCanaveral/Hangar/4136/ Aliso Viejo CA Give Blood, Play Hockey! ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: The new elevator design. From: HAshraf@aol.com Date: Sun, 9 May 1999 12:47:15 EDT X-Message-Number: 2 Dr. Dean: Its stock tail for me then. Actually not so stock. when I orrered my elevator spars I specified the length to 80 inches and did some Matlab calculations to compute the tail damping coefficient of the plane. I decided to increase the elevator area by 25% and moment arm by 2%. Unfortunately I have lost that 'm' file but may do those calculations again. Will post them on the net when I do. Haris ---------------------------------------------------------------------- Subject: Re: The new elevator design. From: Joe hill Date: Sun, 9 May 1999 11:31:03 -0700 (PDT) X-Message-Number: 3 I, too, am not an aerodynamic guru. But I did attend a seminar at sun n'fun by a fellow named Shaw.As I understand it by switching to a laminar flow airfoil, it effectively changes the flying characteristics, by essentially shortening the distance to the tail. This would have the same impact as decreasing tail surfaces. In my humblle opinion this would be another reason to increase tail size. I am not sure of the details but pass this on as it may be important, even life threatening. regards, Joe H. --- Mike Mims wrote: > Dean Collette wrote: > > > > Haris, > > > > Unfortunately there is not a lot of information > that I am at liberty to give out about this new tail > design - >>> > > Checked out the new tail design but am a bit > confused (nothing new). I > have a few hours in various type cubs (J3. PA-18, > PA-11, PA-12) and if I > remember correctly on a Cub the aerodynamic balance > actually decreases > stick forces. Its almost like adding power steering. > I know the KR is > far from being anything close to resembling a cub > but how is it that on > the KR it will increase stick forces? Just > curious,.......Also its been > a long time so I could have this all messed up! :o) > > Mike "I aint no aerodynamic guru, Im justa pilot" > Mims > > -- > zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz > Micheal Mims > Ailerons almost done! > http://www.geocities.com/CapeCanaveral/Hangar/4136/ > Aliso Viejo CA > Give Blood, Play Hockey! > ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ > > --- > You are currently subscribed to kr-net as: > joeah@yahoo.com > To unsubscribe send a blank email to > leave-kr-net-17800J@telelists.com > > _________________________________________________________ Do You Yahoo!? Get your free @yahoo.com address at http://mail.yahoo.com ---------------------------------------------------------------------- Subject: Re: The new elevator design. From: "Dean Collette" Date: Sun, 9 May 1999 15:05:56 -0500 X-Message-Number: 4 Elevatorheads, I am really not going to get into the design specifics of this tail, because it has not been proven yet. What I can say is that all of the numbers of the tail were carefully worked out, and the preliminary look at things shows that this design will significantly stabilize the airplane. It was tested (theoretically) on several different versions of the KR, including the 2, and 2S and all showed improvement. I wasn't the guy that came up with the original design or the numbers (I'm not bright enough for that.) All of the factors that have been mentioned were carefully evaluated, and both the design and the materials used will reflect an optimized solution. When the tail has been proven in the air, and any refinements completed, details and plans will be made available. The HS and elevator are one of those areas in an airplane's design where you can't just eyeball it (I am bright enough to know that.) So for the few of you out there that saw those pictures on my website and have been following this thread, don't just guess at things. Small changes to this or any other tail design have a BIG impact on the way the airplane handles. Above all else - keep it safe. Dean Collette Milwaukee, Wisconsin mailto:drdean@execpc.com Web Page at http://www.execpc.com/~drdean/home.htm ---------------------------------------------------------------------- Subject: Test, do not read From: Mike Mims Date: Sun, 09 May 1999 17:58:59 -0700 X-Message-Number: 5 Test ---------------------------------------------------------------------- Subject: KR Gathering From: KR2616TJ@aol.com Date: Sun, 9 May 1999 21:00:45 EDT X-Message-Number: 6 It's time to kick everyone in the rear again about the gathering. Remember it's Sept. 24th. & 25th. at Lake Barkley State Resort Park in far western Kentucky. The number to call is 1-800-325-1708 for reservations. There are still blocked rooms available but all untaken rooms will be released to the public on July 25. On the 26th. I guarantee there will be no rooms available. The identifier is 1M9. Just had an interesting e-mail concerning the KRNet at the gathering. Along with forums, vendors and other tables, we need a KRNet table manned over the weekend. Could someone come up with all the KR web pages addresses and e-mail me in .doc format these addresses. This gathering is not going to be a KRNet gathering but since it's humble host is a long time subscriber, I think the information that floats around on the net needs to be put out there for all to see. We put out more good information (and flames) in a week than one person could publish in three months. Keep it in mind to volunteer for an hour or so to man this table. Now I need something else, can someone make me a banner with the KRNet logo along with the net web address and send it to me. Oh, while I at it, anybody got a nice new dual plug head for a 2180 for free...........just thought while I was asking for everything else:-). Let's here it from the cheap seats, anybody got any good ideas or forums we haven't had before. Dana Overall 1999 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ---------------------------------------------------------------------- Subject: Re: laminating spars, Troy update From: "Dene Collett" Date: Sat, 8 May 1999 13:51:39 +0200 X-Message-Number: 7 -----Original Message----- From: Mark Langford To: KR-net users group Date: 06 May 1999 01:09 Subject: [kr-net] Re: laminating spars, Troy update >Surely there's something else you can do for a few weeks before spar >construction. I've often thought I just HAD to have something now, and >ordered it overnight, only to have it sit for a year on the shelf... > >Mark Langford, Huntsville, Alabama >mailto:langford@hiwaay.net >see KR2S N56ML at http://home.hiwaay.net/~langford Hi netters Thanks for the reply Mark, yes you are quite right, I do have another job to keep me busy for a while, I must turn the fuz onto its back to cut a hole into the belly to recieve the retractable nosewheel as well as complete the nosewheel hinge bracket. The reason that I need the spars installed is so that I can build the retractable main gear to suit them. I would like to hear some comments or opinions about the ability of the type 4 standard crank taper being able to handle the torque loads without shearing the key. The reason that I ask this is that I have designed a housing that bolts to the case that places a double ball self aligning bearing well forward of the case to absorb the gyroscopic loads, thereby eliminating the need for the oversise bearing mod. comments? ---------------------------------------------------------------------- Subject: Progress? (engine build up) From: Mike Mims Date: Sun, 09 May 1999 22:00:47 -0700 X-Message-Number: 8 Well sports fans I spent the weekend putting the Lycoming back together. I find it interesting that almost every bolt and or nut that's inside the engine is drilled for cotter keys. I guess if something does come lose they don't want it flying around inside the engine. While I was assembling the engine I had the chance to weigh everything and its amazing how the engine weighs exactly what the FAA publications say its supposed to weigh! :o) The long block with mags (15 pound mags) is exactly 230 pounds. This is more than what I was hoping for but I will work with it. After all is said and done the firewall forward weight will be about 260 pounds (this includes prop, mount, electrics, exhaust, etc.). With the light weight starter, alternator, Ellison carb, and one electronic ignition I may be able to get the weight down to 245 or so. We shall see! -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Ailerons almost done! http://www.geocities.com/CapeCanaveral/Hangar/4136/ Aliso Viejo CA Give Blood, Play Hockey! ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ --- END OF DIGEST --- You are currently subscribed to kr-net as: johnbou@timberline.com To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com