From: To: Subject: krnet Digest 15 Feb 2001 15:37:41 -0000 Issue 171 Date: Thursday, February 15, 2001 7:38 AM krnet Digest 15 Feb 2001 15:37:41 -0000 Issue 171 Topics (messages 4044 through 4058): cowl 4044 by: Timothy Brown KR-2S For Sale 4045 by: Malcolm Hartman Empty weight 4046 by: Tim McKinney 4048 by: Kenneth L Wiltrout Re: One more try on the Prop Hub Extension 4047 by: Cary Honeywell 4052 by: Brian Vasseur Carb 4049 by: Al Friesen computer 4050 by: Edwin Blocher Re: Usefull Loads 4051 by: Brian Vasseur 4053 by: HEATH, DANIEL R 4054 by: BillStarrs Re: Sport Pilot form mac bb sport aviation 4055 by: Flymaca711689.cs.com Off topic. 4056 by: KR2616TJ.aol.com Laser Level 4057 by: Patrick Driscoll Bendix Dual Mag Warning 4058 by: David R. Christensen Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Tue, 13 Feb 2001 07:20:14 -0800 (PST) To: Group KR NET From: Timothy Brown Subject: cowl Message-ID: <20010213152014.97167.qmail@web9503.mail.yahoo.com> To all that know: Gaylon Fuller has a 2 cowl that I am considering purchasing. I am building a "per plans" 2S. One responded to my last e-mail that Dan Diehl indicated that the 2 will not fit the 2S. Jeanette said the firewalls were different. Anyone else out there have an opinion. I, like everyone, want to save money so if Gaylon's 2 will fit my 2S I would like to get it. Thanks to all. Tim __________________________________________________ Do You Yahoo!? Get personalized email addresses from Yahoo! Mail - only $35 a year! http://personal.mail.yahoo.com/ ------------------------------ Date: Tue, 13 Feb 2001 07:55:28 -0800 (PST) To: krnet@mailinglists.org From: Malcolm Hartman Subject: KR-2S For Sale Message-ID: <20010213155528.3484.qmail@web2202.mail.yahoo.com> KR-2S, 2.6L Type 4 for sale. New Orleans area. Contact off the net malcolm.hartman@neworleans.af.mil or phone (504) 393-9133. ===== malcolm.hartman@neworleans.af.mil __________________________________________________ Do You Yahoo!? Get personalized email addresses from Yahoo! Mail - only $35 a year! http://personal.mail.yahoo.com/ ------------------------------ Date: Tue, 13 Feb 2001 22:42:43 -0600 To: krnet@mailinglists.org From: Tim McKinney Subject: Empty weight Message-ID: <3A8A0CC3.44D5AFC3@ionet.net> Thanks for all the replies on the usefull load. Now a question for those of you who have a completed KR-2s. What is your empty weight. If I build according to plans can it be built in the 520 pound range? Additionally is 165mph (indicated) cruise a "real" number. I have read that the plane is capable of more but turbulence restricts the "real speed". Tim McKinney (Oklahoma) ------------------------------ Date: Tue, 13 Feb 2001 18:51:26 -0500 To: tmack@ionet.net From: Kenneth L Wiltrout Cc: krnet@mailinglists.org Subject: Re: KR> Empty weight Message-ID: <20010213.185127.-18105.0.klw1953@juno.com> N6399U weighs in at 636.5lbs. It is a tri-gear W/2100 Revmaster engine. I have also been told that 130 mph is a more realistic number. Mine will start flight testing in March or April On Tue, 13 Feb 2001 22:42:43 -0600 Tim McKinney writes: > Thanks for all the replies on the usefull load. Now a question for > those > > of you who have a completed KR-2s. What is your empty weight. If I > build > > according to plans can it be built in the 520 pound range? > Additionally is 165mph (indicated) cruise a "real" number. I have > read > that the plane is capable of more but turbulence restricts the "real > speed". > > Tim McKinney > (Oklahoma) > > > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > ________________________________________________________________ GET INTERNET ACCESS FROM JUNO! Juno offers FREE or PREMIUM Internet access for less! Join Juno today! For your FREE software, visit: http://dl.www.juno.com/get/tagj. ------------------------------ Date: Tue, 13 Feb 2001 17:49:56 -0500 To: From: "Cary Honeywell" Subject: Re: KR> One more try on the Prop Hub Extension Message-ID: <000601c0960f$49982f00$0205a8c0@home1.home> I sent my order out to a local aluminum specialty shop here. I specified a 3 inch extension using 6061-t6 with the mounting holes indicated by a template. It came back as ordered. Works like a charm. Doesn't need to be fancy either. - Cary - Cary Honeywell caryh@home.com ve3ev@rac.ca http://24.112.208.98 KR-2 http://24.112.208.98/kr2.shtml Ottawa Air Traffic http://24.112.208.98/demo3.ram -----Original Message----- From: HEATH, DANIEL R To: 'krnet@mailinglists.org' Date: Tuesday, February 13, 2001 8:11 AM Subject: KR> One more try on the Prop Hub Extension >Please help, I need information. I cannot find the aluminum required to >make a prop hub extension. All who have replied, have not given me any idea >where these can be made. I certainly don't want to trust a local machine >shop to build one, if this is the first one they have ever built. > >I have tried Vans, Diehl, Sterba, and Bennett and the most I can get is that >I can probably put a 3" extension on a force one hub on a GP Top Bug. > >Any and all help will be appreciated. > >Daniel R. Heath >DHeath@SCANA.com >803-217-9984 > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > ------------------------------ Date: Tue, 13 Feb 2001 19:08:10 -0700 To: "Cary Honeywell" , From: "Brian Vasseur" Subject: Re: KR> One more try on the Prop Hub Extension Message-ID: <004801c0962a$fafdbe20$2c45e4cf@C5477> Exactly. Make the extension a max 3" thick, the same diameter as the prop hub. If you take the prop hub to the machine shop they can make the front of the extension with the centering hole, and cut in a recess for the centering hole on the force one. ----- Original Message ----- From: "Cary Honeywell" To: Sent: Tuesday, February 13, 2001 3:49 PM Subject: Re: KR> One more try on the Prop Hub Extension > I sent my order out to a local aluminum specialty shop here. I specified a 3 > inch extension using 6061-t6 with the mounting holes indicated by a > template. It came back as ordered. Works like a charm. Doesn't need to be > fancy either. > > - Cary - > > Cary Honeywell > caryh@home.com > ve3ev@rac.ca > http://24.112.208.98 > KR-2 http://24.112.208.98/kr2.shtml > Ottawa Air Traffic http://24.112.208.98/demo3.ram > -----Original Message----- > From: HEATH, DANIEL R > To: 'krnet@mailinglists.org' > Date: Tuesday, February 13, 2001 8:11 AM > Subject: KR> One more try on the Prop Hub Extension > > > >Please help, I need information. I cannot find the aluminum required to > >make a prop hub extension. All who have replied, have not given me any > idea > >where these can be made. I certainly don't want to trust a local machine > >shop to build one, if this is the first one they have ever built. > > > >I have tried Vans, Diehl, Sterba, and Bennett and the most I can get is > that > >I can probably put a 3" extension on a force one hub on a GP Top Bug. > > > >Any and all help will be appreciated. > > > >Daniel R. Heath > >DHeath@SCANA.com > >803-217-9984 > > > > > >--------------------------------------------------------------------- > >To post to the list, email: krnet@mailinglists.org > >To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >For additional commands, e-mail: krnet-help@mailinglists.org > > > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Tue, 13 Feb 2001 17:29:32 -0800 To: From: "Al Friesen" Subject: Carb Message-ID: <001d01c09625$96a92e00$4ecb6cce@s8z8i0> ------=_NextPart_000_001A_01C095E2.86B17C20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable To all, Have any of you had any trouble with the Revmaster carb? I have done 8 = taxiis and # 3 gets to 480 at tail down runs. I put in a leaner needle = as I didn't like the rich to lean pull length (3/8") after a pull on the = mix control of about 1 1/4". Now I get a longer pull from rich to lean. = I look forward to any ideas on this carb. Al --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org ------=_NextPart_000_001A_01C095E2.86B17C20-- ------------------------------ Date: Tue, 13 Feb 2001 19:35:27 -0600 To: "KRNet" From: "Edwin Blocher" Cc: "corvaircraft" Subject: computer Message-ID: <001a01c09626$6a64f9e0$c6e879a5@computer> ------=_NextPart_000_0017_01C095F4.1E3F5600 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Since it it quiet today I'm going to post this. Tiger Direct has a Pentium III, 733 MH Premium system on sale for = $499.99 and a 19" monitor for $249. If uncle sends my return the monitor = I'v got to have. If you are interested check them out at = www.tigerdirect.com Ed Ed Blocher Moody, Alabama kr-n899eb@mindspring.com ------=_NextPart_000_0017_01C095F4.1E3F5600-- ------------------------------ Date: Tue, 13 Feb 2001 19:01:02 -0700 To: , "Tim McKinney" , From: "Brian Vasseur" Subject: Re: KR> Usefull Loads Message-ID: <003801c09629$fbdc05a0$2c45e4cf@C5477> The problem isn't that the airplane won't fly, the problem is that at aft CG the tail stalls before the wing. The tail goes down and the airplane climbs. So you either have to land fast enough to keep the tail from stalling, or just let it pitch up on landing and hope you don't gain too much altitude before you stall and crash into the pavement. ----- Original Message ----- From: "RONALD.FREIBERGER" To: "Brian Vasseur" ; "Tim McKinney" ; Sent: Monday, February 12, 2001 10:40 PM Subject: RE: KR> Usefull Loads > I'm not sure I believe an airplane that's so heavy it won't fly, and then > won't land!!! There's more to ground effect than I thought. > > Ron Freiberger... > mailto:ron.martha@mindspring.com > > > -----Original Message----- > From: Brian Vasseur [mailto:vasseurb@cadvision.com] > Sent: Monday, February 12, 2001 9:30 PM > To: Tim McKinney; krnet@mailinglists.org > Subject: Re: KR> Usefull Loads > > > I reviewed my 15 years of newsletters and remember an article where a new > buyer brought his friend with him to inspect a KR2 and then fly it home if > they liked it. Both were big guys but the newsletter didn't provide weights > that I remember. > > The takeoff went really badly, the aircraft took off and went nose up > because there wasn't enough elevator to keep the nose down. They brought the > gear up which was enough to let them increase speed and fly it. They found > that the airplane couldn't be controlled under 120 mph. Finally on landing > they were able to slow to 100 over the threshold but the airplane got stuck > in ground effect and wouldn't land. They ended up off the end of the runway > with a wrecked airplane. > > The KR2S is better with the extra length so people have pushed the gross > weights into the 1100-1200 pound range. > > The bottom line is that at the aft CG position the airplane will be twitchy, > and if you load past that you'll have a dangerous airplane. If you're really > set on high gross weights build around a bigger engine like the O200 or > Corvair to get some weight into the nose and/or move the engine forward a > bit more. You're better off to fly near the front CG position then ever > near/past aft CG. > > Brian > > ----- Original Message ----- > From: "Tim McKinney" > To: > Sent: Tuesday, February 13, 2001 1:26 AM > Subject: KR> Usefull Loads > > > > Sorry guys I am sure these discussions are in the archives but I can not > > seem to find any that work. Ok first I am new to the list and am > > considering building a KR2. The specifications show the usefull loads to > > be in the 420 - 460 pound area, (depending on finished weight of the > > KR2). However, I have read some articles that state you should not carry > > more than 300 pounds in the cockpit. I am trying to get an idea of how > > much maximum weight KR2 pilots are carrying aloft. What is the limiting > > factor in determining the gross weight for an airplane? What is the > > lightest KR2 that you builders have built? If I build a KR2s as light as > > possible, with a 12 gallon header tank can I carry 400 pounds in the > > cockpit? > > > > Thanks ahead > > > > Tim McKinney > > (Oklahoma) > > > > > > --------------------------------------------------------------------- > > To post to the list, email: krnet@mailinglists.org > > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > > For additional commands, e-mail: krnet-help@mailinglists.org > > > > > > > --------------------------------------------------------------------- To > post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: > krnet-unsubscribe@mailinglists.org For additional commands, e-mail: > krnet-help@mailinglists.org > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Wed, 14 Feb 2001 08:02:34 -0500 To: "'Brian Vasseur'" , ron.martha@mindspring.com, Tim McKinney , krnet@mailinglists.org From: "HEATH, DANIEL R" Subject: RE: KR> Usefull Loads Message-ID: You know that sometimes you have to land a KR fast. When you do, you must do a wheel landing and as soon as the wheels touch down, lift the tail. Hold the tail up until if falls on it's own. When that happens, I'll bet it won't continue to fly. Daniel R. Heath DHeath@SCANA.com 803-217-9984 -----Original Message----- From: Brian Vasseur [mailto:vasseurb@cadvision.com] Sent: Tuesday, February 13, 2001 9:01 PM To: ron.martha@mindspring.com; Tim McKinney; krnet@mailinglists.org Subject: Re: KR> Usefull Loads The problem isn't that the airplane won't fly, the problem is that at aft CG the tail stalls before the wing. The tail goes down and the airplane climbs. So you either have to land fast enough to keep the tail from stalling, or just let it pitch up on landing and hope you don't gain too much altitude before you stall and crash into the pavement. ----- Original Message ----- From: "RONALD.FREIBERGER" To: "Brian Vasseur" ; "Tim McKinney" ; Sent: Monday, February 12, 2001 10:40 PM Subject: RE: KR> Usefull Loads > I'm not sure I believe an airplane that's so heavy it won't fly, and then > won't land!!! There's more to ground effect than I thought. > > Ron Freiberger... > mailto:ron.martha@mindspring.com > > > -----Original Message----- > From: Brian Vasseur [mailto:vasseurb@cadvision.com] > Sent: Monday, February 12, 2001 9:30 PM > To: Tim McKinney; krnet@mailinglists.org > Subject: Re: KR> Usefull Loads > > > I reviewed my 15 years of newsletters and remember an article where a new > buyer brought his friend with him to inspect a KR2 and then fly it home if > they liked it. Both were big guys but the newsletter didn't provide weights > that I remember. > > The takeoff went really badly, the aircraft took off and went nose up > because there wasn't enough elevator to keep the nose down. They brought the > gear up which was enough to let them increase speed and fly it. They found > that the airplane couldn't be controlled under 120 mph. Finally on landing > they were able to slow to 100 over the threshold but the airplane got stuck > in ground effect and wouldn't land. They ended up off the end of the runway > with a wrecked airplane. > > The KR2S is better with the extra length so people have pushed the gross > weights into the 1100-1200 pound range. > > The bottom line is that at the aft CG position the airplane will be twitchy, > and if you load past that you'll have a dangerous airplane. If you're really > set on high gross weights build around a bigger engine like the O200 or > Corvair to get some weight into the nose and/or move the engine forward a > bit more. You're better off to fly near the front CG position then ever > near/past aft CG. > > Brian > > ----- Original Message ----- > From: "Tim McKinney" > To: > Sent: Tuesday, February 13, 2001 1:26 AM > Subject: KR> Usefull Loads > > > > Sorry guys I am sure these discussions are in the archives but I can not > > seem to find any that work. Ok first I am new to the list and am > > considering building a KR2. The specifications show the usefull loads to > > be in the 420 - 460 pound area, (depending on finished weight of the > > KR2). However, I have read some articles that state you should not carry > > more than 300 pounds in the cockpit. I am trying to get an idea of how > > much maximum weight KR2 pilots are carrying aloft. What is the limiting > > factor in determining the gross weight for an airplane? What is the > > lightest KR2 that you builders have built? If I build a KR2s as light as > > possible, with a 12 gallon header tank can I carry 400 pounds in the > > cockpit? > > > > Thanks ahead > > > > Tim McKinney > > (Oklahoma) > > > > > > --------------------------------------------------------------------- > > To post to the list, email: krnet@mailinglists.org > > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > > For additional commands, e-mail: krnet-help@mailinglists.org > > > > > > > --------------------------------------------------------------------- To > post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: > krnet-unsubscribe@mailinglists.org For additional commands, e-mail: > krnet-help@mailinglists.org > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org ------------------------------ Date: Wed, 14 Feb 2001 07:25:38 -0700 To: "HEATH, DANIEL R" , "'Brian Vasseur'" , , "Tim McKinney" , From: "BillStarrs" Subject: Re: KR> Usefull Loads Message-ID: <001b01c09692$01765de0$840b2aa2@starrs> RIGHT! because the prop will dig so far into the ground it will serve as an anchor. Just kidding that is a good technique but it does take a little time to develop. Bill Starrs ----- Original Message ----- From: "HEATH, DANIEL R" To: "'Brian Vasseur'" ; ; "Tim McKinney" ; Sent: Wednesday, February 14, 2001 6:02 AM Subject: RE: KR> Usefull Loads > You know that sometimes you have to land a KR fast. When you do, you must > do a wheel landing and as soon as the wheels touch down, lift the tail. > Hold the tail up until if falls on it's own. When that happens, I'll bet it > won't continue to fly. > > Daniel R. Heath > DHeath@SCANA.com > 803-217-9984 > > > -----Original Message----- > From: Brian Vasseur [mailto:vasseurb@cadvision.com] > Sent: Tuesday, February 13, 2001 9:01 PM > To: ron.martha@mindspring.com; Tim McKinney; krnet@mailinglists.org > Subject: Re: KR> Usefull Loads > > > The problem isn't that the airplane won't fly, the problem is that at aft CG > the tail stalls before the wing. The tail goes down and the airplane climbs. > So you either have to land fast enough to keep the tail from stalling, or > just let it pitch up on landing and hope you don't gain too much altitude > before you stall and crash into the pavement. > > ----- Original Message ----- > From: "RONALD.FREIBERGER" > To: "Brian Vasseur" ; "Tim McKinney" > ; > Sent: Monday, February 12, 2001 10:40 PM > Subject: RE: KR> Usefull Loads > > > > I'm not sure I believe an airplane that's so heavy it won't fly, and then > > won't land!!! There's more to ground effect than I thought. > > > > Ron Freiberger... > > mailto:ron.martha@mindspring.com > > > > > > -----Original Message----- > > From: Brian Vasseur [mailto:vasseurb@cadvision.com] > > Sent: Monday, February 12, 2001 9:30 PM > > To: Tim McKinney; krnet@mailinglists.org > > Subject: Re: KR> Usefull Loads > > > > > > I reviewed my 15 years of newsletters and remember an article where a new > > buyer brought his friend with him to inspect a KR2 and then fly it home if > > they liked it. Both were big guys but the newsletter didn't provide > weights > > that I remember. > > > > The takeoff went really badly, the aircraft took off and went nose up > > because there wasn't enough elevator to keep the nose down. They brought > the > > gear up which was enough to let them increase speed and fly it. They found > > that the airplane couldn't be controlled under 120 mph. Finally on landing > > they were able to slow to 100 over the threshold but the airplane got > stuck > > in ground effect and wouldn't land. They ended up off the end of the > runway > > with a wrecked airplane. > > > > The KR2S is better with the extra length so people have pushed the gross > > weights into the 1100-1200 pound range. > > > > The bottom line is that at the aft CG position the airplane will be > twitchy, > > and if you load past that you'll have a dangerous airplane. If you're > really > > set on high gross weights build around a bigger engine like the O200 or > > Corvair to get some weight into the nose and/or move the engine forward a > > bit more. You're better off to fly near the front CG position then ever > > near/past aft CG. > > > > Brian > > > > ----- Original Message ----- > > From: "Tim McKinney" > > To: > > Sent: Tuesday, February 13, 2001 1:26 AM > > Subject: KR> Usefull Loads > > > > > > > Sorry guys I am sure these discussions are in the archives but I can not > > > seem to find any that work. Ok first I am new to the list and am > > > considering building a KR2. The specifications show the usefull loads to > > > be in the 420 - 460 pound area, (depending on finished weight of the > > > KR2). However, I have read some articles that state you should not carry > > > more than 300 pounds in the cockpit. I am trying to get an idea of how > > > much maximum weight KR2 pilots are carrying aloft. What is the limiting > > > factor in determining the gross weight for an airplane? What is the > > > lightest KR2 that you builders have built? If I build a KR2s as light as > > > possible, with a 12 gallon header tank can I carry 400 pounds in the > > > cockpit? > > > > > > Thanks ahead > > > > > > Tim McKinney > > > (Oklahoma) > > > > > > > > > --------------------------------------------------------------------- > > > To post to the list, email: krnet@mailinglists.org > > > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > > > For additional commands, e-mail: krnet-help@mailinglists.org > > > > > > > > > > > > --------------------------------------------------------------------- To > > post to the list, email: krnet@mailinglists.org To unsubscribe, e-mail: > > krnet-unsubscribe@mailinglists.org For additional commands, e-mail: > > krnet-help@mailinglists.org > > > > > > --------------------------------------------------------------------- > > To post to the list, email: krnet@mailinglists.org > > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > > For additional commands, e-mail: krnet-help@mailinglists.org > > > > > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org > To unsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > ------------------------------ Date: Wed, 14 Feb 2001 18:27:16 EST To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: Fwd: Sport Pilot form mac bb sport aviation Message-ID: <29.1083a90e.27bc6e54@cs.com> --part1_29.1083a90e.27bc6e54_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit --part1_29.1083a90e.27bc6e54_boundary Content-Type: message/rfc822 Content-Disposition: inline Return-Path: Received: from rly-xd03.mx.aol.com (rly-xd03.mail.aol.com [172.20.105.168]) by air-xd02.mail.aol.com (v77_r1.21) with ESMTP; Tue, 13 Feb 2001 20:47:00 -0500 Received: from mail.olg.com (olg.com [205.177.168.3]) by rly-xd03.mx.aol.com (v77_r1.21) with ESMTP; Tue, 13 Feb 2001 20:46:56 -0500 Received: from djwatson (unverified [207.226.217.79]) by mail.olg.com (Rockliffe SMTPRA 3.4.5) with SMTP id for ; Tue, 13 Feb 2001 20:34:45 -0500 Message-ID: <005b01c09628$43385f40$4fd9e2cf@djwatson> From: "Dennis Watson" To: Subject: Sport Pilot Date: Tue, 13 Feb 2001 20:48:41 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.00.2615.200 X-MimeOLE: Produced By Microsoft MimeOLE V5.00.2615.200 Hey Billy, Do you think your E-Mail address is long enough? I'm surprised you didn't put the name of your favorite beer in there also. Here is something for you to read. On Feb. 9th and 10th at the Airsports Expo in Indianapolis, Arty and I had the privilege to be part of a private briefing by the FAA to the USUA staff on the current state of the Sport pilot program. It must be noted that because of Ex Parte laws they could not address specific details, i.e. what is the min. number of training hours to receive the Sport pilot rating etc. and other like questions, but did speak very openly about the general direction the project was heading. On several points those present voiced objection to what we were told, and their response was that the community needed to express those objections in writing during the comment period. AIRMAN CERTIFICATION Mr. Mike Henry of FAA made the presentation on Airman certification issues. The FAA expects that in the first two years of Sport pilot there will be 1,000 new Sport pilot instructors, 15,000 new Sport pilots, and from 15,000 to 20,000 new vehicles to be N-numbered. He stated that while the Dept. of Transportation had not approved the Sport pilot program, the most important aspect of it, the D.L. medical, had been discussed with them and it appears at this time that the DOT does not have objection to using it as the medical standard for Sport pilot. From the time that Sport pilot becomes rule, registered ultralight pilots would have a 24 month window of opportunity during which the FAA will accept their documented hours of instruction as meeting the required training hours of the sport pilot certificate. However their solo hours of experience as a ultralight pilot prior to becoming a Sport pilot will not be carried over or count toward a higher ratting. In addition to meeting the time requirements, the applicant will have to take a aeronautical knowledge test administered by a approved FAA testing center, and pass a flight test administered by a FAA Designated Pilot Examiner (DPE). The Sport pilot rating will allow the holder to fly fixed wing, glider, lighter-than-air, powered parawing, and weight shift vehicles. Rotorcraft will be excluded from being operated under the Sport pilot certificate. The stated reason was because of the higher number of moving parts and complexity. A pilot must be 16 years old to solo and hold a student Sport pilot rating. A pilot must be 17 years old to hold the Sport pilot rating and 18 years old to hold a Sport pilot instructor rating. Mr. Henry offered that it may require 200 hours of flight experience to qualify for the SPI rating. Registered ultralight instructors would have a 36 month window of opportunity to have their hours of instruction and hours of logged flight experience count toward the SPI rating. SPI's may be designated by the FAA to administer the SP written and flight test. The FAA has asked all three Ultralight training exemption holders to submit ideas on how to endorse individuals as Designated Pilot Examiners (DPE), Designated Airworthyness Representatives (DAR), and mechanics with a Inspection Authority (SP-IA). The FAA will issue only two Sport pilot ratings, Sport pilot-Land and Sport pilot -Sea. All other privileges will be by instructors log book endorsement. Sport pilots will be limited to flying Light-Sport Aircraft (see below) by daylight VFR only. They may fly into class B, C, and D airspace with training and a instructors logbook endorsement. AIRCRAFT CERTIFICATION The aircraft certification portion of the briefings were presented by Mike Kiesov and Scott Sedgewick of the Kansas City, MO. Aircraft certification and maintenance Division. Aircraft flown by Sport pilots are to be known as "Light-Sport Aircraft." Light-Sport Aircraft will be defined as being two occupants or less, up to 1232# max. take-off weight, have a 39 kt stall speed, a 115 kt Vne speed, single engine, fixed gear, daylight VFR only, etc. The target aircraft groups are those that exceed the weight or occupant limits of part 103, new aircraft sold as ready to fly for personal flight, as well as training and rental use, aircraft assembled from kits that do not meet the 51 % Amateur-built rule, and aircraft ineligible for Primary category certification.. EXISTING ONE OR TWO PLACE VEHICLES THAT EXCEED PART 103 LIMITS All existing aircraft which exceeds part 103 will be eligible to be N-numbered and receive an airworthyness certificate as a "Experimental Light-Sport Aircraft." There will be a 24 month window of opportunity to make application to the FAA to have your aircraft receive an airworthyness certificate as an Exp. light-sport aircraft. If you make application on the last day of the window you may operate your aircraft as an Exp. light-sport aircraft until such time as the FAA processes your application and a DAR inspects your plane. The DAR will assign a designated number of hours and area that you must fly the plane solo till the restrictions are lifted. On existing planes, the DAR may waive this requirement if evidence exist that the plane has been safely flown for a number of hours prior to the new rule. Operating restrictions will be similar to part 103. EXISTING TRAINERS Two place aircraft that are registered with one of the training exemption holders, and used for training will be allowed a 36 month window of opportunity to make application to the FAA to become Exp. light-sport aircraft. Two place aircraft registered with one of the exemption holders up to 36 months AFTER Sport pilot becomes rule will be allowed to be used for training for hire for the life of that airplane. AIRCRAFT MANUFACTURED AFTER SPORT PILOT BECOMES RULE All new aircraft that fit this category manufactured after the Sport pilotbecomes rule will be issued a Special Airworthyness Certificate. All kit built aircraft will receive a "Kit-built Light-Sport Aircraft" airworthyness certificate and a factory built plane will receive a "Special Light-Sport Aircraft" airworthyness certificate. To qualify for these certificates the aircraft must meet "industry standards" for aircraft design (airworthyness), Manufacture (quality assurance), and production. These "industry standards will be developed by the industry without direct FAA oversight. The FAA will not approve these standards. Each kit and completed aircraft that leaves the factory will have a manufacturer's "statement of compliance" to those standards with it. To sell a Light-Sport kit, the manufacturer must hold a Special airworthyness certificate issued from the FAA for that make and model aircraft. In other words he must have a flying prototype before he can sell kits. The manufacturer must provide with each aircraft/kit a "statement of compliance" that it meets the industry standard. All aircraft sold as completed must be in a condition for safe flight. The manufacturer must provide with each aircraft/kit a pilot operating handbook, manufacturer's maintenance schedule, and manufacturer's "statement of compliance." For aircraft sold completed, the manufacturer is responsible for the continued airworthyness support (must provide newsletters / AD type notices on problems). ALL aircraft sold as completed aircraft must undergo an inspection every 100 hours by a qualified A&P mechanic. A manufacturer may sell kit aircraft with up to 99% of the work completed. The purchaser would then do the remaining 1% of the work (bolt the wings on?) and apply for a "Kit-Built Light Sport Aircraft" airworthyness certificate. The manufacturer would then not be the certificate holder and the "builder" would hold a repairman's certificate and would be responsible to maintain the aircraft per the manufacturers instructions (parts replacement schedule, etc.) and perform the annual condition report. FAA expects ASC/EAA/USUA to develop training programs that would allow a person to purchase a used flying airplane, attend a repairmans class, then receive a repairman's certificate for that airplane. TRAINERS AND RENTAL PLANES ALL trainers not grandfather in within the 36 months window of opportunity, and ALL rental aircraft would be required to be 100% factory built. They would require an inspection every 100 hours performed by a qual ified A&P mechanic. NPRM The U.S. Ultralight Association has committed to putting the text of the NPRM on their website (www.usua.com) as soon as it is published. Mr. Henry stated that the FAA now expects the NPRM to be published sometime in April with a 60 day comment period. They must consider and reply to each written comment submitted. He stated that they hoped to do that within a 6 month time frame so that the rule could be final by the end of this year. Have a Nice Day!!! Dennis http://www.aero-sports.com/bb/ --part1_29.1083a90e.27bc6e54_boundary-- ------------------------------ Date: Wed, 14 Feb 2001 19:32:47 EST To: krnet@mailinglists.org From: KR2616TJ@aol.com Subject: Off topic. Message-ID: <33.10b4ad0c.27bc7daf@aol.com> --part1_33.10b4ad0c.27bc7daf_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Sorry for the off topic post but I need some advice. I want to transfer some VCR tapes to CD. I have found some $200 programs to do it. Does anyone have any experience with this. It'd be neat to post some streaming video to KR web sites. Please reply off the net. Dana Overall 2000 KR Gathering host Richmond, KY mailto:kr2616tj@aol.com http://www.geocities.com/CapeCanaveral/Hangar/7085/ --part1_33.10b4ad0c.27bc7daf_boundary-- ------------------------------ Date: Wed, 14 Feb 2001 21:57:46 -0600 To: "KR-POST" From: "Patrick Driscoll" Subject: Laser Level Message-ID: <412001241535746510@earthlink.net> There is a laser level advertised on page 33 of the "Hartland America" catalog that came out today. The price is $29.95 and it is listed as "Commercial grade 16" laser level has a built in 650NM laser that shoots a bright red beam up to 300 feet indoors. I'm going to risk the cash to see if it'd worth it. --- Patrick Driscoll --- patrick36@earthlink.net --- EarthLink: It's your Internet. ------------------------------ Date: Thu, 15 Feb 2001 08:43:43 -0800 To: "krnet mailing lists" From: "David R. Christensen" Subject: Bendix Dual Mag Warning Message-ID: <004501c0976e$7624e4e0$c7785ad1@davec> ------=_NextPart_000_0042_01C0972B.67616D40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here's another heads up for us Revmaster owners with the Bendix dual = magneto. Thought I would pass it along. From: BMCIA@aol.com Subject: Bendix Dual Mag 3 points:=20 1. If the ground plane from the capacitors to the cover to the engine is not perfect the points overheat melting the nylon rubbing block. I put a wrench on the capacitor nuts each inspection. When installing a new harness and cover I always scrape the paint off the cover where the capacitor is inserted. I replaced the points in a M20J once without checking the tight- ness of the capacitors and one set of points closed up due to melting of the rubbing block on my test flight. 2. The internal timing of the mag is adjusted by moving the cam on the shaft after setting the nominal point gap. This is done at mag inspections in field not just at an overhaul shop. 3. I know of a lot of mechanics that won't open that mag...i'm not afraid to work on them but I sure wouldn't own one. We converted our 177B customer's airplane to the A1F6 engine when his overhaul was due.=20 Bruce M. Corey Aviation Support Services, Inc. MIV [Thanks, Bruce, good data. Keith] ------=_NextPart_000_0042_01C0972B.67616D40-- ------------------------------ End of krnet Digest ***********************************