From: KR-net users group digest[SMTP:kr-net@telelists.com] Sent: Monday, August 02, 1999 12:18 AM To: kr-net digest recipients Subject: kr-net digest: August 01, 1999 KR-net users group Digest for Sunday, August 01, 1999. 1. Tabs again 2. Re: oshkosh 3. Re: 178 Seconds To Live 4. Re: Troy's plane 5. Re: taxes... 6. Re: Broken Canopy 7. Re: Broken Canopy 8. Re: 178 Seconds To Live 9. Re: Troy's plane 10. Dangerous Stability and Control 11. 178 Seconds LEFT to Live 12. Re: Canopy repair 13. MAIDEN FLIGHT!!! 14. Re: MAIDEN FLIGHT!!! 15. Re: MAIDEN FLIGHT!!! 16. Re: MAIDEN FLIGHT!!! 17. Re: MAIDEN FLIGHT!!! 18. Re: MAIDEN FLIGHT!!! 19. Re: Troy's plane 20. static source 21. Re: static source 22. first flight 23. Re: MAIDEN FLIGHT!!! 24. Re: A suggestion 25. Re: MAIDEN FLIGHT!!! 26. Re: Troy's plane 27. Saturday/178 seconds to live 28. Engine Type 29. Re: Engine Type 30. VW engine cg's ---------------------------------------------------------------------- Subject: Tabs again From: "John Martindale" Date: Sun, 1 Aug 1999 3:57:27 X-Message-Number: 1 Thanks to all. S4A it is from Aircraft Spruce mounted by bracket to the spar. Boat and tail feathers all passed muster today, now approved for spars and wings. Inspector wanted to know why the tailpost was vertical....I said it wasn't until the KRnet in Yankeeland helped. See ya soon John. ---------------------------------------------------------------------- Subject: Re: oshkosh From: Mark Jones Date: Sun, 01 Aug 1999 06:58:08 -0500 X-Message-Number: 2 FRED SMITH wrote: > Have plans for kr2s and will get started in 1-2 months. Just got back from > oshkosh. went to sun and fun and saw no krs. several people at Oshkosh told me > wasting my time building a KR and need to build an RV. after 2 days finally saw my > first KR2. David Christenson had his there and spent 4 hours next to plane hoping > to talk to him. never saw David but met 3 others building krs with 2 almost done. > None of them on KRNET. The KR2 is a beautiful plane and I can't wait to get > started. Have reservations and will be at flyin. Hope for ride. David- you have a > very sharp plane and sorry I did not get to see you. > Fred Smith > Fred, When I was in the stage of trying to determine what plane to build, I was torn between the RV, KR and Zodiac. Naturally the KR won!!! Best bang for the buck, it does not bankrupt you to build one. The resale value may not be as good, but I don't plan on selling mine after it's finished. The KR is a high performance plane which can be plans built and modified to your liking. Mine is wider and longer than the stock KR-2S plans call for. Don't get me wrong, the RV is an excellent airplane if you can fork out the bucks! With the KR you can buy needed materials as you build. Doesn't have to be bought in kits. I too was at Oshkosh and only saw Dave's KR, last year there were four there that I saw. See you in Kentucky! Mark Jones (N886MJ) Waukesha, WI flykr2s@execpc.com http:// sites.netscape.net/flykr2s/homepage ---------------------------------------------------------------------- Subject: Re: 178 Seconds To Live From: KR2616TJ@aol.com Date: Sun, 1 Aug 1999 08:31:25 EDT X-Message-Number: 3 In a message dated 8/1/99 2:34:36 AM Eastern Daylight Time, miket_nyc@juno.com writes: << I don't see why you'd even need an instructor -- just someone in the right seat as a safety pilot while you're wearing the goggles. >> I know this is not KR but I'll throw a little clarification out. The FAA requires that your safety pilot be a licensed pilot with a rating in the type of aircraft you are flying. There's a reason why you spend 40hours under the hood working on your instrument ticket...........it works. I know, the only time you see outside is up to 400 feet on climbout and 500 feet on straight in short final, or 200ft on the ILS. Go out fly under the hood, you get better quickly. Try some unusual attitudes, partial panel you will thank yourself. Off the soapbox now (still pounding my chest.......man that hurts). Dana Overall 1999 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ ---------------------------------------------------------------------- Subject: Re: Troy's plane From: "Mark Langford" Date: Sun, 1 Aug 1999 07:53:41 -0500 X-Message-Number: 4 Jim Hayward wrote: > Is his horizontal stab chord the same which is to say in making > his elevator smaller, did he increase the chord of the stab to keep > the same overall chord? He just shortened it to where the first outboard hinge is. I was skeptical, but it certainly seems to be working. I'd wait for some real data before anybody starts a stampede to the "tiny elevator" club though. I extended my horizonatal stab 6" per side, and left the elevator the same size. Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: taxes... From: TONY WRIGHT Date: Sun, 1 Aug 1999 09:03:19 -0400 X-Message-Number: 5 mark, the state of Michigan and I have been arguing for 2 years on taxation of an airplane that is not completed nor near ready to fly, and for sales taxes on an airplane where many parts were purchased in this state and sales tax has been paid. we've also been arguing about paying sales tax on parts that were purchased mail-order and the mail order company has no obligation to the state of Michigan. I sent final letter last week, and I'll let you know how it gets resolved. -----Original Message----- From: Mark Langford To: KR-net users group Date: Saturday, July 31, 1999 12:11 AM Subject: [kr-net] taxes... >Well, this is off the subject, but I'm just letting you know that if you >register early, this little pleasure awaits you too. And it's been kinda >quiet since I slapped everybody's wrist with the Netiquette post anyway. > >Some of you old timers may remember a few years ago when I whined about the >state of Alabama wanting me to pay taxes on my airplane that didn't exist >yet. That event was triggered by my early registration in order to lock in >my tail number (as if anybody else would want N56ML for some reason). After >I explained that it wasn't an airplane yet, they said "fine, then send us >all the receipts for everything you've ever bought to construct it from out >of state, and an update each month". > >My answer to that was never buy anything out of state after that. But now >the COUNTY wants to know how much my project is worth so they can tax me on >it. I'm just a little peaved that they're going to tax a pile of wood that >may some day be an airplane. Any of you guys ever paid taxes on a car >you've got jacked up on blocks? I didn't think so. > >I'm sure that Alabama isn't the only state that does this, but when you >register a homebuilt here, the state immediately wants you to pay taxes on >it, just like if you were regestering a new car. > >Mark Langford, Huntsville, Alabama >mailto:langford@hiwaay.net >see KR2S project N56ML at http://home.hiwaay.net/~langford > > > >--- >You are currently subscribed to kr-net as: wrightt@tir.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: Broken Canopy From: Donald Reid Date: Sun, 01 Aug 1999 10:20:30 -0400 X-Message-Number: 6 Bobby Muse wrote: > Do not use regular masking tape on plexaglass unless you don't care about > seeing thru that portion of the canopy again. Regular masking tape will > etch the plexaglass permanently. Use the Blue Masking tape or if you have > to use regular masking tape, don't leave it on the plexaglass surface foe > very long. Black electrical tape can be left on plexi for years and it will not leave any mark at all. -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Re: Broken Canopy From: "Austin and Connie Clark" Date: Sun, 1 Aug 1999 10:13:54 -0500 X-Message-Number: 7 I really appreciate all the helpful comments and good advise. It sure makes me feel better about what I should do! Thanks Guys, Austin Clark KR2S Pascagoula, MS www.datasync.com/~itac/ ---------------------------------------------------------------------- Subject: Re: 178 Seconds To Live From: Mike Mims Date: Sun, 01 Aug 1999 08:19:04 -0700 X-Message-Number: 8 Michael Taglieri wrote: > > I don't see why you'd even need an instructor -- just someone in the right > seat as a safety pilot while you're wearing the goggles. > > Mike Taglieri > Used to do it all the time. You don't need an instructor, just an appropriately rated pilot. I think the safety pilot gets to log the hours as PIC and you (the goggle wearing pilot) log sim instrument time. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Mirror Site http://www.fortunecity.com/marina/anchor/270/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: Troy's plane From: Mike Mims Date: Sun, 01 Aug 1999 08:27:34 -0700 X-Message-Number: 9 Mark Langford wrote: > > > He just shortened it to where the first outboard hinge is. I was skeptical, > but it certainly seems to be working. >>>> Troy and I put out piloting minds (that's all we got, we aint engineers) together one night and came to the conclusion that the elevator on the KR2 was too large. One thing we looked at hard was the fact that the KR never uses full deflection in any phase of flight. Anyway we broke out the paper towels and made a few sketch's. You can seem Troys tail on one of Mark Langfords web pages. Mine is almost identical and it can be seen at: http://www.fortunecity.com/marina/anchor/270/tail2.html As you can see the elevator stops just inches outside the outboard hinge. This could end up being the wrong setup for me though now that I have a 245 pound engine up front. We shall see. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Mirror Site http://www.fortunecity.com/marina/anchor/270/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Dangerous Stability and Control From: "Walter Lounsbery" Date: Sun, 1 Aug 1999 11:55:01 -0500 X-Message-Number: 10 This is a comment on a message by Tom Crawford and another on a thread involving Mark Langford (I think). First, about Tom's message regarding elevator balancing. Pitch control and elevator balancing are inter-related, even though balancing is mainly a safety concern due to flutter. It affects pitch control and trim as many have noted from personal experience. Since these are experimental airplanes, each of us is free to try different solutions, to tweak our experiments. I want to discourage anyone else from adding springs to the pitch controls that augment up elevator (called an up spring). As Tom noted, this is destabilizing. There are definite physical reasons for this, but I will not bore you with the math. The rule is simple: down springs are good, up springs are bad. Down springs should be applied with caution and proper engineering as well. Mark Langford reported on a new, heavily-modified KR that I would like to hear more about (when is the article coming out?). I recall a quote or remark about smaller elevators helping to reduce likelihood of spins. Again, there is a safety issue, because once a spin in entered you will desperately need all the pitch authority you can get. Spin entry can be accomplished a limitless number of ways (at least it seems that way sometimes. Check out the heavily-documented spin program for the Cessna Aerobat). Of course, there are other control surfaces and an engine involved. I guess my point would be, try to consider pitch authority requirements of the aft cg limit. If the small elevator is adequate for all reasonable situations at the aft limit as well as the forward limit, and it provides good control, then it is a very good design. By the way, I got to work on wind tunnel spin testing for the A-12 "Flying Dorito". Some of the most boring and exciting work I've ever done... Walter Lounsbery POB 54266 Hurst, TX 76054 (817) 285-8520 Walt@Lounsbery.com ---------------------------------------------------------------------- Subject: 178 Seconds LEFT to Live From: Monet Laigo Date: Sun, 1 Aug 1999 12:21:49 -0700 X-Message-Number: 11 1, August 1999 Definitely a bad decision not turning back when in trouble. I had trained in Singapore, in my training regime, we were taught the CAA way, where a major portion of the syllabus was emergency procedures and lessons to get out of trouble. This went on through out that I was convinced that trouble in the air is inevitable. Well the fears I had came to fruitation, but training took over and we got out alright more than once. We get seasonal "burns" in Asia (where when you go down, survival skills have to be very sharp), in the dry season farmers and foresters just go crazy and light up every thing that would go up in flames. Visibility gets very, very bad. Daytime haze is just as worst. I was taught that If you get a bad case of the leans, is to get your eyes on the instruments, GET straight and level, and turn back !!! If you were unsure of your position, call for radar vectors ASAP. All this training was drummed into me Physically. I was very young and my primary instructor was an OLD bush pilot, Who screamed, hit the instrument panel, and bopped you in the head, if reaction times were found lacking. I guess it's an Asian thing. But they were lessons I have never forgot. Flying the bush in Asia is no simple thing an amply stocked survival kit is de rigueur, and must be checked before you left the line shack............you also had to draw a weapon. Either for survival or protection. It was something we had to deal with, when we flew for money or pleasure. But, I think that if you know and recognize your limitations, pushing your luck won't be an option. CAVU y'all, Monet ___________________________________________________________________ Get the Internet just the way you want it. Free software, free e-mail, and free Internet access for a month! Try Juno Web: http://dl.www.juno.com/dynoget/tagj. ---------------------------------------------------------------------- Subject: Re: Canopy repair From: Rob v/d Merwe Date: Sun, 01 Aug 1999 22:54:17 +0200 X-Message-Number: 12 -----Original Message----- From: Bobby Muse [SMTP:bmuse@mindspring.com] Sent: 01 August 1999 04:26 To: KR-net users group Subject: [kr-net] Re: Canopy repair At 10:30 AM 07/31/1999 EDT, you wrote: >Drill a hole at the end of the crack so that the crack will not proceed >further, usually 1/8" will do. Drill another hole 2 to 3 inches from the end >of the crack for a 10/32 bolt and use a washer on both sides of the plastic. >Gently tighten the bolt and fill the crack with super glue. If the crack is >more than 3 or 4 inches, more than one bolt should be used. > >This repair should hold the canopy together until it is trimmed and glassed >into the stiffeners. Have seen this type of repair hold up for years on >operating aircraft. > >When drilling holes in plastic, a flat grind on the drill bit should be used. >Instead of regrinding the drill bits, I have found success in using my >Dremmel and very little pressure. > >Good luck, Bob > Good advice, Bob. My Dad's KR canopy was broken in about three places(or directions)by the wind that slamed the canopy shut, opened it and slamed it shut again before my Dad could stop it at Sun'N'Fun. He just glued it together and it held for two years until he finally replaced the canopy. My short suggestion for those just starting to work with Plesaglas: (1) Make all cuts with a cut-off wheel or Dremel Tool. This actually melts thru the plexaglass therefore not leaving any sharp edges that create a point that a crack in the plexaglas may start. Like Glass, a little nick in plexaglass causes a weak stop for a rack to begin. (2) After each cut, you need to polish the edge to remove any of those little nicks in the edge that may be the point of which a crack may begin. Sometimes I use a sanding block or even a belt sander, but my favorite method to get the edge of plexaglass smooth is using a piece of hacksaw blade. I take an old hacksaw blade and break it in half(bend far enought and it will break). Then bend on each piece of the hacksaw blade to about a 90 degree bend. This creates two nice little V-shaped tools. Buy pulling the back edge of the tool or the smooth edge(not the teeth) of the blade along the edge of the plexaglass you will create a smooth rounded edge. The smoother the better. Bobby & Beverly Muse mailto:bmuse@mindspring.com Wimberley, TX If you take a small brasing tourch, quite a hot "small" flame and with a steady hand run the flame along the edge of the freshly cut plastic it actually melts away all the corners and chipped edges leaving a very smooth crack free edge. Practice a little first ! Cheers Rob --- You are currently subscribed to kr-net as: infratig@global.co.za To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: MAIDEN FLIGHT!!! From: "garbez" Date: Sun, 1 Aug 1999 16:38:09 -0500 X-Message-Number: 13 KR Netters N998MG has taken to the skies today! The KR2 flys great no trim needed. Flys hands off and smile from ear one ear to the other and still shaking as I am writing this. Had it crusing between 160 and 180 mph. Landing it was a little different than a Cherokee 140. It was hard to get it to slow down. After my third try it landed great. When flying I did not notice any signs of the KR being pitch sensitive. I do have one problem that maybe someone could answer, the altimeter needle bounces around alot but the airspeed does not, and also the rate of climb needle bounces and it is electric. Any ideas? Mike Garbez N998MG Griswold, IA msgtlg@netins.net ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: Kobus de Wet Date: Sun, 01 Aug 1999 23:46:21 +0200 X-Message-Number: 14 Good for you. Kobus de Wet Cape Town South Africa GMT +2.00 Ph +27-21-988-3671 Fax +27-21-987-1850 Cell 082-424-0194 http://home.intekom.com/kobusdw -----Original Message----- From: garbez To: KR-net users group Date: Sunday, August 01, 1999 23:41 Subject: [kr-net] MAIDEN FLIGHT!!! KR Netters N998MG has taken to the skies today! The KR2 flys great no trim needed. Flys hands off and smile from ear one ear to the other and still shaking as I am writing this. Had it crusing between 160 and 180 mph. Landing it was a little different than a Cherokee 140. It was hard to get it to slow down. After my third try it landed great. When flying I did not notice any signs of the KR being pitch sensitive. I do have one problem that maybe someone could answer, the altimeter needle bounces around alot but the airspeed does not, and also the rate of climb needle bounces and it is electric. Any ideas? Mike Garbez N998MG Griswold, IA msgtlg@netins.net --- You are currently subscribed to kr-net as: jfdewet@intekom.co.za To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: "Tom Andersen" Date: Sun, 1 Aug 1999 18:02:48 -0400 X-Message-Number: 15 Congratulations Mike. I love hearing the first flight reports. Do you have any pics of it flying? -Tom Andersen Orlando -----Original Message----- From: garbez To: KR-net users group Date: Sunday, August 01, 1999 5:39 PM Subject: [kr-net] MAIDEN FLIGHT!!! >KR Netters > >N998MG has taken to the skies today! The KR2 flys great no trim needed. >Flys hands off and smile from ear one ear to the other and still shaking as >I am writing this. Had it crusing between 160 and 180 mph. Landing it was >a little different than a Cherokee 140. It was hard to get it to slow down. >After my third try it landed great. When flying I did not notice any signs >of the KR being pitch sensitive. I do have one problem that maybe someone >could answer, the altimeter needle bounces around alot but the airspeed does >not, and also the rate of climb needle bounces and it is electric. Any >ideas? > >Mike Garbez >N998MG >Griswold, IA >msgtlg@netins.net > > > > >--- >You are currently subscribed to kr-net as: tomkr2s@t-three.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: DClarke351@aol.com Date: Sun, 1 Aug 1999 18:03:55 EDT X-Message-Number: 16 The reason the needles were jumping was because of your knee's knocking together. ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: Mike Mims Date: Sun, 01 Aug 1999 15:00:41 -0700 X-Message-Number: 17 Kobus de Wet wrote: > I do have one problem that maybe someone could answer, the altimeter needle bounces around alot but the airspeed does not, and also the rate of climb needle bounces and it is electric. Any ideas? > The rate of climb is electric? Humm,...are you sure? I would suggest checking to make sure you have a good static port. Where is it? can you move it? If your static port is just open to the cockpit try hooking it up to the out side of the fuselage. If it is already hooked to the outside air disconnect it and see if the cockpit static air stops the bouncing. Have I been out of this flying thing to long or has there always been "electric" rate of climb instruments? -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Mirror Site http://www.fortunecity.com/marina/anchor/270/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: Donald Reid Date: Sun, 01 Aug 1999 18:10:28 -0400 X-Message-Number: 18 garbez wrote: > > KR Netters > > N998MG has taken to the skies today! > I do have one problem that maybe someone > could answer, the altimeter needle bounces around alot but the airspeed does > not, and also the rate of climb needle bounces and it is electric. Any > ideas? Many congrats on the first flight. I am jealous. As to the needle bouncing, I would check the static port and lines. You may be getting a flow oscillation around the inlet to the static line. Since the airspeed is a delta pressure measurement, it might not see as much oscillation as the altimeter and ROC since they are absolute measurments. -- Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html ---------------------------------------------------------------------- Subject: Re: Troy's plane From: "Tom Andersen" Date: Sun, 1 Aug 1999 18:26:32 -0400 X-Message-Number: 19 Too late Mark... a few months back I cut my elevator spar, removing 9" off each side. I was originally going to cut the chord of the elevator down two inches, but I'd rather have the 9" as fixed surface area on each side. I'm increasing my stabilizer area by lengthening the stabilizer's inner nose rib to 12", the outer rib is 4". Combine that increase with 9" of elevator width fixed on each side, and I have nearly doubled the size of the horizontal stabilizer, and simultaneously reduced the elevator area. I've made and installed three elevator hinges and am done mounting the elevator spar. On to foam and glass. Now I need to order some Superfil and Smooth Prime, unless someone has a bunch they don't need. -Tom >I'd wait for some real data before >anybody starts a stampede to the "tiny elevator" club though. I extended my >horizonatal stab 6" per side, and left the elevator the same size. > >Mark Langford, Huntsville, Alabama >mailto:langford@hiwaay.net >see KR2S project N56ML at http://home.hiwaay.net/~langford > > >--- >You are currently subscribed to kr-net as: tomkr2s@t-three.com >To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com > > ---------------------------------------------------------------------- Subject: static source From: "garbez" Date: Sun, 1 Aug 1999 17:34:26 -0500 X-Message-Number: 20 I have talked to Jim Faughn and I realized I made a mistake in the description of my Rate of Climb guage, it is also on the static air source with the altimeter. He said I may have a problem with my static air source and that's why my air speed is reading high and my altimeter and rate of climb is bouncing around. He advised me to remove the static line from the back of the dash so it"s getting it"s static source from inside the plane and to go fly and see what happens. What do you guys think? Mike Garbez N998MG Griswold, IA msgtlg@netins.net ---------------------------------------------------------------------- Subject: Re: static source From: cartera Date: Sun, 01 Aug 1999 16:47:24 -0600 X-Message-Number: 21 garbez wrote: > > I have talked to Jim Faughn and I realized I made a mistake in the > description of my Rate of Climb guage, it is also on the static air source > with the altimeter. He said I may have a problem with my static air source > and that's why my air speed is reading high and my altimeter and rate of > climb is bouncing around. He advised me to remove the static line from the > back of the dash so it"s getting it"s static source from inside the plane > and to go fly and see what happens. What do you guys think? > > Mike Garbez > N998MG > Griswold, IA > msgtlg@netins.net > > --- > You are currently subscribed to kr-net as: cartera@cuug.ab.ca > To unsubscribe send a blank email to leave-kr-net-17800J@telelists.com Congratulations Mike, it's fun, is is not? Jim is right, on your bounce and it's remedy. -- Adrian VE6AFY Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ---------------------------------------------------------------------- Subject: first flight From: "John M. Wadleigh" Date: Sun, 1 Aug 1999 16:24:03 -0700 X-Message-Number: 22 Mike G. Fantastic ! Congratulations on the maiden flight ! Keep us updated on your flight testing. Best of luck on the instrument problem. John Wadleigh Tucson, AZ jwnw1@juno.com ___________________________________________________________________ Get the Internet just the way you want it. Free software, free e-mail, and free Internet access for a month! Try Juno Web: http://dl.www.juno.com/dynoget/tagj. ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: WA7YXF@aol.com Date: Sun, 1 Aug 1999 19:48:07 EDT X-Message-Number: 23 With the altimeter and rate of climb bouncing around. Maybe your KR is more pitch sensitive than you think. Ha. sorry mike I just couldn't help it.. LYNN WA7YXF ---------------------------------------------------------------------- Subject: Re: A suggestion From: Jaccoo@aol.com Date: Sun, 1 Aug 1999 22:00:07 EDT X-Message-Number: 24 In a message dated 7/31/99 4:16:58 PM Eastern Daylight Time, DClarke351@aol.com writes: Practice this, practice this, practice this. I couldn't agree more. A few years ago I was in a Huey in Germany in marginal weather. We were on a maintenance test flight and only need about a 10 minute flight to verify tail rotor rigging. I was a former Army Instrument Examiner but grounded due to medical problems so I was along as a maintenance adviser/ observer. We took off from the airfield, flew north about 3 minutes and decided the wx was too bad to continue. The pilot started a 180 to return to the airfield and went completely and inadvertently IMC. She very nearly zeroed the airspeed which is a bad situation in a helicopter in IMC (fatal in a fixed wing). I knew getting on the controls usually results in a fight for control in a situation such as this so I very calmly told the pilot to get on the attitude indicator, level the wings, lower the noise to one bar below the horizon, pull in more torque, I also told the other pilot in the back of the aircraft to contact Hanau declare an emergency and get a clearance for a PAR (Precision Approach Radar). Within about a minute we popped out the top of the clouds, but Hanau was now below minimums for a PAR. We spent the rest of the day and half the night on a mountain top. The Huey spent the next two days there. I'll apologize for using so much bandwidth on this war story, but it does illustrate that there is inadvertent IMC (some say there isn't) and even instrument rated pilots can become disoriented if they have not been practicing. Army pilots are instrument rated but seldom get to fly actual IFR, many are reluctant to fly instruments when they have the opportunity, but they do get lots of simulator time. Staying current and proficient cannot be over emphasized. Jack Cooper jaccoo@aol.com Fayetteville, NC. ---------------------------------------------------------------------- Subject: Re: MAIDEN FLIGHT!!! From: SkyHawk11@aol.com Date: Sun, 1 Aug 1999 22:12:04 EDT X-Message-Number: 25 CHECK THE STATIC AIR SUPPLY TO GUAGES??? ---------------------------------------------------------------------- Subject: Re: Troy's plane From: JEHayward@aol.com Date: Sun, 1 Aug 1999 22:48:53 EDT X-Message-Number: 26 In a message dated 8/1/99 7:05:55 AM Mountain Daylight Time, langford@hiwaay.net writes: << I'd wait for some real data before anybody starts a stampede to the "tiny elevator" club though. I extended my horizonatal stab 6" per side, and left the elevator the same size. >> I hear that! My spars are cut 3" longer per side but that's as far as I've gone with them. I've acutally not done much for the past 2 years or so waiting to see how the airfoil and incidence tests work out. Jim ---------------------------------------------------------------------- Subject: Saturday/178 seconds to live From: John Roffey Date: Sun, 01 Aug 1999 22:53:29 -0500 X-Message-Number: 27 The skydiving accident this past Saturday that took ten lives was at Marine City Airport (76G) where I rent the 182. The pilot of the King air was a local guy who just made it to the majors. He was an accomplished pilot with many, many hours flying the jumpers and corporate planes. I knew him only casually, but he was the kind of pilot that everyone tried to emulate. A good "stick" kind of guy. His 178 seconds were not of his making, that I know for sure, but what happened will take a long time to piece together. He was like a son to the owner operator of the airport, and his loss will cut deep around there for quite a while. Makes you think when it's that close to home and to a guy who lived in the air. John Roffey jeroffey@tir.com ---------------------------------------------------------------------- Subject: Engine Type From: SClay10106@aol.com Date: Sun, 1 Aug 1999 23:33:46 EDT X-Message-Number: 28 I am looking into engines the KR-1 needs the engine, cowling, and top deck. I dont understand all these type VW engines type 1-4.i want to put a 2180 vw engine into thr kr-1 might this be to big? And if i rebuild the engine myself what if any modifications have to be made to put it into a plane. ---------------------------------------------------------------------- Subject: Re: Engine Type From: Mike Mims Date: Sun, 01 Aug 1999 20:54:10 -0700 X-Message-Number: 29 SClay10106@aol.com wrote: > > I am looking into engines the KR-1 needs the engine, cowling, and top deck. I > dont understand all these type VW engines type 1-4.i want to put a 2180 vw > engine into thr kr-1 might this be to big? And if i rebuild the engine myself > what if any modifications have to be made to put it into a plane. > There is a bit to building a reliable VW conversion. You should get with Steve of Great Plains and get a catalog from him to see what must be done. You could also visit his website at: http://www.greatplainsas.com/index.html This site will probably answer most of your questions. If you go to: http://www.greatplainsas.com/longblock.html and http://www.greatplainsas.com/accesspkg.html you will see in more detail what it takes. As far as the 2180 being to big the answer is no. There are a few KR1s zipping around with 2600cc type four VWs in them. For the most part a type 1 and 3 are the same as are the type 2 and 4. You will decide which is better for you. The type 4 block is a heavier (some say better) design and is a little larger and allows for bigger displacement. The type 1 is more commonly used and it is what is used to build the 2180. Check Steve's site and all your questions will be answered. -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Filling and Sanding again! http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Mirror Site http://www.fortunecity.com/marina/anchor/270/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: VW engine cg's From: "Wolf Packs, Inc." Date: Sun, 01 Aug 1999 22:44:06 -0700 X-Message-Number: 30 Someone asked for CG's of VW's and I found this in an old HAPI catalog. I'll try to describe the drawing. With the accessory case, Slick Mag., and prop hub attached the CG is 5.5" in front of the engine case flange (where it bolts to the acces. case), measuring from the FRONT (prop.) side of the flange. It also shows the CG is 7.75" in front of the point where the accessory case meets the engine mount, using their acces. case (which is just under 2" thick if I remember correctly). If you need more clarity e-mail me privately and I'll scan the drawing. Paul Martin Ashland, OR mailto:paul@wolfpacks.com --- 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