From: To: Subject: krnet Digest 2 Feb 2002 19:43:07 -0000 Issue 366 Date: Saturday, February 02, 2002 11:43 AM krnet Digest 2 Feb 2002 19:43:07 -0000 Issue 366 Topics (messages 8650 through 8679): Re: Center section span and trailering/storage for off season flying and savings of hangar rent. 8650 by: Ross Youngblood Cool VG site from local RV builder 8651 by: The Pond Family Carburetor mixture setting 8652 by: Serge F. VIDAL 8653 by: Flymaca711689.cs.com 8654 by: Jerry Mahurin 8662 by: John McMenamin 8666 by: Robert X. Cringely 8671 by: John McMenamin VG's may make or break the KR 39 KNOT stall speed criteria for Sport Pilot eligibility 8655 by: Mr. Bryce Guenther 8656 by: Robert X. Cringely 8658 by: Jim Covington 8659 by: Jerry Morris 8660 by: Steven Eberhart FOR SALE 8657 by: dbhamm 8679 by: Philip J. Visconti Re: How To Survive A Heart Attack Alone 8661 by: BillStarrs 8668 by: Thomas Andersen How to make the KR 39 KNOT stall speed criteria for Sport Pilot eligibility 8663 by: Tracy & Carol O'Brien 8672 by: RONALD.FREIBERGER 8674 by: Mr. Bryce Guenther 8677 by: Jim Covington Re: Dynel KR Antique 8664 by: Frank Ross 8670 by: Robert Stone Re: Kevlar covering for T-craft 8665 by: Linda Warner Kevlar as a wing covering 8667 by: Daniel Heath 8675 by: Mr. Bryce Guenther 1915cc VW FWF package for sale $2900 OBO 8669 by: Thomas Andersen KR- an antique? 8673 by: Oscar Zuniga kevlar covering 8676 by: RICK WILSON Trailer plus. 8678 by: Mauryhuntr.aol.com Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Thu, 31 Jan 2002 18:44:33 -0700 To: Daniel Heath , krnet@mailinglists.org From: Ross Youngblood Subject: Re: KR> Center section span and trailering/storage for off season flying and savings of hangar rent. Message-Id: <20020201013608.MVML9958.femail33.sdc1.sfba.home.com@rypc> This post kinda ruffled my feathers a bit... so another response is in order. 1/31/2002 8:07:19 AM, "Daniel Heath" wrote: >Why would anyone build a KR to fit a trailer? DOH! The KR was DESIGNED for trailering that's why the wings come off! Snowmobile and Car/Cargo trailers are barely wide enough for loading/unloading so the thread was on the topic of making this easier (IMHO). In my case, I was reporting that a standard KR-2 build per-plans, just clears the rear ramp opening of a 8' wide cargo trailer (the opening is about 7'6" or so. > Does it not make a lot more >sense to build a trailer to fit a KR? Sure if you want to procrastinate... why not just buy a commercially available trailer? > Or.....Why not rent one when you need it? Well, what do you do when you want to STORE your KR... I suppose you could put it back in the garage... a trailer allows storage at the airport, or anywhere, and keeps the glass out of the harmfull UV rays which is important in AZ. As mentioned, it is difficult to find a rental trailer that will work. >The only reason I can think of, is that it is another way of procrastinating >instead of building. I felt that this went over the line a bit, of course since I have been building my KR since '88... I suppose I resemble that remark. Ross Youngblood rossy@cox.net ------------------------------ Date: Thu, 31 Jan 2002 23:44:39 -0800 To: krnet From: The Pond Family Subject: Cool VG site from local RV builder Message-ID: <3C5A4767.4080907@rogers.com> Hi All A local builder has excellent info on VG if your intersted. Darren http://www.ontariorvators.org/pitot/pitot.htm ------------------------------ Date: Fri, 1 Feb 2002 08:42:43 +0200 To: From: "Serge F. VIDAL" Subject: Carburetor mixture setting Message-ID: ------=_NextPart_000_0002_01C1AAFC.6B1E1A60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit My stock VW 2 liter engine runs on a single ZENITH carburetor. It works well, and is somewhat altitude compensating, thanks to a membrane system. The only reproach I could make is that it does not have mixture setting. Then, I found a useful trick somewhere on the Internet: - Most carburetors of that type (piston) have a screw that adjusts the mixture by adjusting the jet gap; - On the Zenith, that screw is conveniently located at the bottom; - All you have to do is to run a tachometer-type cable from the cockpit to the carburetor, and to link it to the carburetor screw at the one end, and to a knob at the other end. Incidentally, could anybody tell me which car the Zenith was fitted into? I am trying to source another carb here in South Africa. Serge VIDAL KR2 ZS-WEC Johannesburg, South Africa ------=_NextPart_000_0002_01C1AAFC.6B1E1A60-- ------------------------------ Date: Fri, 1 Feb 2002 05:26:21 EST To: krnet@mailinglists.org From: Flymaca711689@cs.com Subject: carburetor mixture setting Message-ID: <87.16db6b52.298bc74d@cs.com> --part1_87.16db6b52.298bc74d_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I may be wrong but I think It was the model a ford .all so tractors used this type carb don't !! Flame me to bad If IM wrong thank you. mac --part1_87.16db6b52.298bc74d_boundary-- ------------------------------ Date: Fri, 01 Feb 2002 12:56:58 -0500 To: , From: "Jerry Mahurin" Subject: Re: KR> Carburetor mixture setting Message-ID: That carb is also used on a lot of small ford stationary engines used to power welding machines, water pumps, etc. It was a little four cylinder job Jerry Mahurin Lugoff, SC http://www.jerrymahurin.com On Fri, 1 Feb 2002 08:42:43 +0200 "Serge F. VIDAL" wrote: >My stock VW 2 liter engine runs on a single ZENITH >carburetor. It works >well, and is somewhat altitude compensating, thanks to a >membrane system. >The only reproach I could make is that it does not have >mixture setting. >Then, I found a useful trick somewhere on the Internet: >- Most carburetors of that type (piston) >have a screw that >adjusts the mixture by adjusting the jet gap; >- On the Zenith, that screw is conveniently >located at the >bottom; >- All you have to do is to run a >tachometer-type cable from >the cockpit to the carburetor, and to link it to the >carburetor screw at the >one end, and to a knob at the other end. > >Incidentally, could anybody tell me which car the Zenith >was fitted into? I >am trying to source another carb here in South Africa. > >Serge VIDAL >KR2 ZS-WEC >Johannesburg, South Africa > > Jerry Mahurin Lugoff, SC http://www.jerrymahurin.com ------------------------------ Date: Fri, 01 Feb 2002 18:36:49 -0800 To: Jerry Mahurin From: John McMenamin CC: svidal@icon.co.za, krnet@mailinglists.org Subject: Re: KR> Carburetor mixture setting Message-ID: <3C5B50C1.2CE9BB72@centurytel.net> Hello My name is John McMenamin. I am in the middle of a taylorcraft project an am considering using Kevlar as a wing covering. I want to add strengh without weight. I heard from our builders group some of you have some experience with this. Can anyone give me some hints? I need to know how difficult it is to work with and what I could expect with results. I have ordered a couple of small pieces to experiment with but could use some advice. John (Montana) Jerry Mahurin wrote: > That carb is also used on a lot of small ford stationary > engines used to power welding machines, water pumps, etc. > It was a little four cylinder job > > Jerry Mahurin > Lugoff, SC > http://www.jerrymahurin.com > > On Fri, 1 Feb 2002 08:42:43 +0200 > "Serge F. VIDAL" wrote: > >My stock VW 2 liter engine runs on a single ZENITH > >carburetor. It works > >well, and is somewhat altitude compensating, thanks to a > >membrane system. > >The only reproach I could make is that it does not have > >mixture setting. > >Then, I found a useful trick somewhere on the Internet: > >- Most carburetors of that type (piston) > >have a screw that > >adjusts the mixture by adjusting the jet gap; > >- On the Zenith, that screw is conveniently > >located at the > >bottom; > >- All you have to do is to run a > >tachometer-type cable from > >the cockpit to the carburetor, and to link it to the > >carburetor screw at the > >one end, and to a knob at the other end. > > > >Incidentally, could anybody tell me which car the Zenith > >was fitted into? I > >am trying to source another carb here in South Africa. > > > >Serge VIDAL > >KR2 ZS-WEC > >Johannesburg, South Africa > > > > > > Jerry Mahurin > Lugoff, SC > http://www.jerrymahurin.com > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ ------------------------------ Date: Fri, 1 Feb 2002 22:10:46 -0800 To: John McMenamin , krnet@mailinglists.org From: "Robert X. Cringely" Subject: Re: KR> Carburetor mixture setting Message-Id: Just one word of advice: don't. Bob >Hello >My name is John McMenamin. I am in the middle of a taylorcraft project >an am considering using Kevlar as a wing covering. I want to add strengh >without weight. I heard from our builders group some of you have some >experience with this. Can anyone give me some hints? I need to know how >difficult it is to work with and what I could expect with results. I >have ordered a couple of small pieces to experiment with but could use >some advice. >John (Montana) > >Jerry Mahurin wrote: > >> That carb is also used on a lot of small ford stationary >> engines used to power welding machines, water pumps, etc. >> It was a little four cylinder job >> >> Jerry Mahurin >> Lugoff, SC >> http://www.jerrymahurin.com >> >> On Fri, 1 Feb 2002 08:42:43 +0200 >> "Serge F. VIDAL" wrote: >> >My stock VW 2 liter engine runs on a single ZENITH >> >carburetor. It works >> >well, and is somewhat altitude compensating, thanks to a >> >membrane system. >> >The only reproach I could make is that it does not have >> >mixture setting. >> >Then, I found a useful trick somewhere on the Internet: >> >- Most carburetors of that type (piston) >> >have a screw that >> >adjusts the mixture by adjusting the jet gap; >> >- On the Zenith, that screw is conveniently >> >located at the >> >bottom; >> >- All you have to do is to run a >> >tachometer-type cable from >> >the cockpit to the carburetor, and to link it to the >> >carburetor screw at the >> >one end, and to a knob at the other end. >> > >> >Incidentally, could anybody tell me which car the Zenith >> >was fitted into? I >> >am trying to source another carb here in South Africa. >> > >> >Serge VIDAL >> >KR2 ZS-WEC >> >Johannesburg, South Africa >> > >> > >> >> Jerry Mahurin >> Lugoff, SC >> http://www.jerrymahurin.com >> >> --------------------------------------------------------------------- >> To post to the list, email: krnet@mailinglists.org , NOT "reply all" >> >> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >> For additional commands, e-mail: krnet-help@mailinglists.org >> >> See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ -- ------------------------------ Date: Sat, 02 Feb 2002 09:29:37 -0800 To: "Robert X. Cringely" From: John McMenamin CC: krnet@mailinglists.org Subject: Re: KR> Carburetor mixture setting Message-ID: <3C5C2201.2C099F6D@centurytel.net> Thanks for the adive everyone. I'll stick to a conventional covering. John "Robert X. Cringely" wrote: > Just one word of advice: don't. > > Bob > > >Hello > >My name is John McMenamin. I am in the middle of a taylorcraft project > >an am considering using Kevlar as a wing covering. I want to add strengh > >without weight. I heard from our builders group some of you have some > >experience with this. Can anyone give me some hints? I need to know how > >difficult it is to work with and what I could expect with results. I > >have ordered a couple of small pieces to experiment with but could use > >some advice. > >John (Montana) > > > >Jerry Mahurin wrote: > > > >> That carb is also used on a lot of small ford stationary > >> engines used to power welding machines, water pumps, etc. > >> It was a little four cylinder job > >> > >> Jerry Mahurin > >> Lugoff, SC > >> http://www.jerrymahurin.com > >> > >> On Fri, 1 Feb 2002 08:42:43 +0200 > >> "Serge F. VIDAL" wrote: > >> >My stock VW 2 liter engine runs on a single ZENITH > >> >carburetor. It works > >> >well, and is somewhat altitude compensating, thanks to a > >> >membrane system. > >> >The only reproach I could make is that it does not have > >> >mixture setting. > >> >Then, I found a useful trick somewhere on the Internet: > >> >- Most carburetors of that type (piston) > >> >have a screw that > >> >adjusts the mixture by adjusting the jet gap; > >> >- On the Zenith, that screw is conveniently > >> >located at the > >> >bottom; > >> >- All you have to do is to run a > >> >tachometer-type cable from > >> >the cockpit to the carburetor, and to link it to the > >> >carburetor screw at the > >> >one end, and to a knob at the other end. > >> > > >> >Incidentally, could anybody tell me which car the Zenith > >> >was fitted into? I > >> >am trying to source another carb here in South Africa. > >> > > >> >Serge VIDAL > >> >KR2 ZS-WEC > >> >Johannesburg, South Africa > >> > > >> > > >> > >> Jerry Mahurin > >> Lugoff, SC > >> http://www.jerrymahurin.com > >> > >> --------------------------------------------------------------------- > >> To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >> > >> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >> For additional commands, e-mail: krnet-help@mailinglists.org > >> > >> See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > > > > >--------------------------------------------------------------------- > >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >For additional commands, e-mail: krnet-help@mailinglists.org > > > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > -- ------------------------------ Date: Fri, 01 Feb 2002 13:07:28 -0500 To: krnet@mailinglists.org From: flykrs@netscape.net (Mr. Bryce Guenther) Subject: VG's may make or break the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Message-ID: <111B185E.08DD3DF0.00062CFF@netscape.net> Recent discussion and the RV-6 equipped with VG are proof that might make a KR that stalls a 42 kts meet the 39 kts max as stated in the NPRM Sport Pilot. To be totally legal and justifiable many wood be KR pilots may soon be KR Sport Pilots with KR affixed with VG's. After all the reasoning the FAA used to choose 39 kts instead of some what faster is simply "Pilot Skill" to land an aircraft at faster speeds requires more skill. I think the RV-6 VG positioning that wing drop tendency did not consider helical "spiral" airflow from propeller over thing inbd wing region as a theory. -- Flying is Fun and a Thrill that nearly nothing else can compare. __________________________________________________________________ Your favorite stores, helpful shopping tools and great gift ideas. Experience the convenience of buying online with Shop@Netscape! http://shopnow.netscape.com/ Get your own FREE, personal Netscape Mail account today at http://webmail.netscape.com/ ------------------------------ Date: Fri, 1 Feb 2002 10:18:40 -0800 To: krnet@mailinglists.org From: "Robert X. Cringely" Subject: Re: KR> VG's may make or break the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Message-Id: Maybe. Then how do you meet the 100 knot redline? Bob >Recent discussion and the RV-6 equipped with VG are proof that might >make a KR that stalls a 42 kts meet the 39 kts max as stated in the >NPRM Sport Pilot. To be totally legal and justifiable many wood be >KR pilots may soon be KR Sport Pilots with KR affixed with VG's. >After all the reasoning the FAA used to choose 39 kts instead of >some what faster is simply "Pilot Skill" to land an aircraft at >faster speeds requires more skill. I think the RV-6 VG positioning >that wing drop tendency did not consider helical "spiral" airflow >from propeller over thing inbd wing region as a theory. >-- >Flying is Fun and a Thrill that nearly nothing else can compare. > > > >__________________________________________________________________ >Your favorite stores, helpful shopping tools and great gift ideas. >Experience the convenience of buying online with Shop@Netscape! >http://shopnow.netscape.com/ > >Get your own FREE, personal Netscape Mail account today at >http://webmail.netscape.com/ > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ -- ------------------------------ Date: Fri, 1 Feb 2002 14:28:12 -0500 To: From: "Jim Covington" Subject: RE: KR> VG's may make or break the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Message-ID: The max is actually 115 kts, but it will still be a problem. -----Original Message----- From: Robert X. Cringely [mailto:bob@cringely.com] Sent: Friday, February 01, 2002 01:19 PM To: krnet@mailinglists.org Subject: Re: KR> VG's may make or break the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Maybe. Then how do you meet the 100 knot redline? Bob >Recent discussion and the RV-6 equipped with VG are proof that might >make a KR that stalls a 42 kts meet the 39 kts max as stated in the >NPRM Sport Pilot. To be totally legal and justifiable many wood be >KR pilots may soon be KR Sport Pilots with KR affixed with VG's. >After all the reasoning the FAA used to choose 39 kts instead of >some what faster is simply "Pilot Skill" to land an aircraft at >faster speeds requires more skill. I think the RV-6 VG positioning >that wing drop tendency did not consider helical "spiral" airflow >from propeller over thing inbd wing region as a theory. >-- >Flying is Fun and a Thrill that nearly nothing else can compare. > > > >__________________________________________________________________ >Your favorite stores, helpful shopping tools and great gift ideas. >Experience the convenience of buying online with Shop@Netscape! >http://shopnow.netscape.com/ > >Get your own FREE, personal Netscape Mail account today at >http://webmail.netscape.com/ > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ -- --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "reply all" To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org See the KRNet archives at http://www.escribe.com/aviation/krnet/ ------------------------------ Date: Fri, 01 Feb 2002 12:57:20 -0700 From: "Jerry Morris" cc: krnet@mailinglists.org Subject: Re: KR> VG's may make or break the KR 39 KNOT stall speedcriteria for Sport Pilot eligibility Message-ID: <3C5AF320.AD2F76E1@nsc.com> can't you just use red fingernail polish on the airspeed indicator? jerrym do not archive Jim Covington wrote: > The max is actually 115 kts, but it will still be a problem. > > -----Original Message----- > From: Robert X. Cringely [mailto:bob@cringely.com] > Sent: Friday, February 01, 2002 01:19 PM > To: krnet@mailinglists.org > Subject: Re: KR> VG's may make or break the KR 39 KNOT stall speed > criteria for Sport Pilot eligibility > > Maybe. Then how do you meet the 100 knot redline? > > Bob ------------------------------ Date: Fri, 1 Feb 2002 15:39:25 -0600 (CST) To: Jerry Morris From: Steven Eberhart cc: Subject: Re: KR> VG's may make or break the KR 39 KNOT stall speedcriteria for Sport Pilot eligibility Message-ID: On Fri, 1 Feb 2002, Jerry Morris wrote: > > can't you just use red fingernail polish on the airspeed indicator? > > jerrym > I think you are actually pretty close. Make the appropriate entries in your POH for max RPM. Apply appropriate red limit arc to your tach. With these I think you have set the legal limit that the engine can be revved to. Just pick the RPM that gives you 115 kts. Isn't that what the certified manufacturers do when they derate an engine? Steve Eberhart RV-7A - just a whole bunch of aluminum, in various states of attachment, filling up my half of the garage. Some of it looks like it might belong on the back end of an airplane. The rest looks like it might, some day, help hold it up in the air.... but what do I know. N14SE reserved ------------------------------ Date: Fri, 1 Feb 2002 09:26:23 -0800 To: From: "dbhamm" Subject: FOR SALE Message-ID: <001001c1ab45$9317fb00$28878a41@003774259> ------=_NextPart_000_000D_01C1AB02.83E82D00 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Revmaster 2100 D Heavy duty crankshaft with crankshaft flange, = Revmaster oil cooler, oil filter, air filter, Rev-flow floatless carb with guilotine slide throttle and = mixture control. Reman built, 6 months old with stainless steel tuned = exhaust with factory installation manuel. $3900. ------=_NextPart_000_000D_01C1AB02.83E82D00-- ------------------------------ Date: Sat, 2 Feb 2002 14:44:26 -0500 To: dbhamm@email.msn.com From: "Philip J. Visconti" Cc: krnet@mailinglists.org Subject: Re: KR> FOR SALE Message-ID: <20020202.144427.-493133.0.viscan@juno.com> 4 years ago, just after I bought my Revmaster 2100D. I saw 2 2100Ds listed in Sport Aviation for $1,850. Now, with in the past week or so, I have seen another 2100D for only $1,850. Is there something magic about this particular price ? Or should I ask if there is something questionable about the price ? Phil ________________________________________________________________ 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/web/. ------------------------------ Date: Fri, 1 Feb 2002 15:45:10 -0700 To: "KR-net" From: "BillStarrs" Subject: Fw: How To Survive A Heart Attack Alone Message-ID: <005701c1ab72$1b7bbc80$02defea9@bstarrs> This may not be about flying, but it is something every one should know > HOW TO SURVIVE A HEART ATTACK WHEN ALONE. > > > > Since many people are alone when they suffer a heart > > attack, this article seemed to be in order. Without > > help, the person whose heart is beating properly and > > who begins to feel faint, has only about 10 seconds > > left before losing consciousness. However, these > > victims can help themselves by coughing repeatedly > > and very vigorously. A deep breath should be taken > > before each cough, and the cough must be deep and > > prolonged, as when producing sputum from deep inside > > the chest. A breath and a cough must be repeated > > about every two seconds without let up until help > > arrives, or until the heart is felt to be beating > > normally again. Deep breaths get oxygen into the > > lungs and coughing movements squeeze the heart and > > keep the blood circulating. The squeezing pressure > > on the heart also helps it regain normal rhythm. In > > this way, heart attack victims can get to a > > hospital. > > > > Tell as many other people as possible about this, it > > could save their lives! > > > > From Health Cares, Rochester General Hospital via > ----- Original Message ----- From: To: ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; Sent: Friday, February 01, 2002 9:01 AM Subject: How To Survive A Heart Attack Alone > > > HOW TO SURVIVE A HEART ATTACK WHEN ALONE. > > > > > > Since many people are alone when they suffer a heart > > > attack, this article seemed to be in order. Without > > > help, the person whose heart is beating properly and > > > who begins to feel faint, has only about 10 seconds > > > left before losing consciousness. However, these > > > victims can help themselves by coughing repeatedly > > > and very vigorously. A deep breath should be taken > > > before each cough, and the cough must be deep and > > > prolonged, as when producing sputum from deep inside > > > the chest. A breath and a cough must be repeated > > > about every two seconds without let up until help > > > arrives, or until the heart is felt to be beating > > > normally again. Deep breaths get oxygen into the > > > lungs and coughing movements squeeze the heart and > > > keep the blood circulating. The squeezing pressure > > > on the heart also helps it regain normal rhythm. In > > > this way, heart attack victims can get to a > > > hospital. > > > > > > Tell as many other people as possible about this, it > > > could save their lives! > > > > > > From Health Cares, Rochester General Hospital via > > > Chapter 240s newsletter "AND THE BEAT GOES ON > > > ..." > > > (reprint from The Mended Hearts, Inc. publication, > > > Heart Response) > > > > > > BE A FRIEND AND PLEASE SEND THIS ARTICLE TO AS MANY > > > FRIENDS AS POSSIBLE. > > ------------------------------ Date: Sat, 2 Feb 2002 07:05:48 -0500 To: "KRnet" From: "Thomas Andersen" Subject: Re: KR> Fw: How To Survive A Heart Attack Alone Message-ID: <001c01c1abe1$f3873400$0300a8c0@triad.rr.com> To learn more about this see http://urbanlegends.about.com/library/blcpr.htm -Tom ----- Original Message ----- From: "BillStarrs" To: "KR-net" Sent: Friday, February 01, 2002 5:45 PM Subject: KR> Fw: How To Survive A Heart Attack Alone > This may not be about flying, but it is something every one should know > > > HOW TO SURVIVE A HEART ATTACK WHEN ALONE. > > > > > > Since many people are alone when they suffer a heart > > > attack, this article seemed to be in order. Without > > > help, the person whose heart is beating properly and > > > who begins to feel faint, has only about 10 seconds > > > left before losing consciousness. However, these > > > victims can help themselves by coughing repeatedly > > > and very vigorously. A deep breath should be taken > > > before each cough, and the cough must be deep and > > > prolonged, as when producing sputum from deep inside > > > the chest. A breath and a cough must be repeated > > > about every two seconds without let up until help > > > arrives, or until the heart is felt to be beating > > > normally again. Deep breaths get oxygen into the > > > lungs and coughing movements squeeze the heart and > > > keep the blood circulating. The squeezing pressure > > > on the heart also helps it regain normal rhythm. In > > > this way, heart attack victims can get to a > > > hospital. > > > > > > Tell as many other people as possible about this, it > > > could save their lives! > > > > > > From Health Cares, Rochester General Hospital via > > > ----- Original Message ----- > From: > To: ; ; ; ; > ; ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; ; > ; ; > ; ; ; > ; ; > ; ; > ; ; > ; ; > > Sent: Friday, February 01, 2002 9:01 AM > Subject: How To Survive A Heart Attack Alone > > > > > > HOW TO SURVIVE A HEART ATTACK WHEN ALONE. > > > > > > > > Since many people are alone when they suffer a heart > > > > attack, this article seemed to be in order. Without > > > > help, the person whose heart is beating properly and > > > > who begins to feel faint, has only about 10 seconds > > > > left before losing consciousness. However, these > > > > victims can help themselves by coughing repeatedly > > > > and very vigorously. A deep breath should be taken > > > > before each cough, and the cough must be deep and > > > > prolonged, as when producing sputum from deep inside > > > > the chest. A breath and a cough must be repeated > > > > about every two seconds without let up until help > > > > arrives, or until the heart is felt to be beating > > > > normally again. Deep breaths get oxygen into the > > > > lungs and coughing movements squeeze the heart and > > > > keep the blood circulating. The squeezing pressure > > > > on the heart also helps it regain normal rhythm. In > > > > this way, heart attack victims can get to a > > > > hospital. > > > > > > > > Tell as many other people as possible about this, it > > > > could save their lives! > > > > > > > > From Health Cares, Rochester General Hospital via > > > > Chapter 240s newsletter "AND THE BEAT GOES ON > > > > ..." > > > > (reprint from The Mended Hearts, Inc. publication, > > > > Heart Response) > > > > > > > > BE A FRIEND AND PLEASE SEND THIS ARTICLE TO AS MANY > > > > FRIENDS AS POSSIBLE. > > > > > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ > ------------------------------ Date: Fri, 01 Feb 2002 18:12:56 -0800 To: Steven Eberhart , Jerry Morris From: Tracy & Carol O'Brien Cc: Subject: KR> How to make the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Message-Id: <3.0.3.32.20020201181256.007f6ca0@localaccess.com> Netters: The secrets to making the Sport Plane eligibility numbers are 1. wing loading 2. span loading 3. airfoil selection 4. flaparons. 5. power loading. Wing loading is easy: add 3'-4' to the span and get rid of the taper! Span loading is also easy: add 3-4' to the span! Airfoil selection is not difficult: use Riblett's turbulent high lift GA30U-613.5 or GA30U-615 airfoil. The 15% airfoil in particular will give plenty of spar depth to handle the longer wingspan. Full length ailerons with a flap mixer should not be too difficult to design. Top speed can be limited by the use of 1600cc engines, 56" diameter props, and the above outlined wing mods. (I met a guy several years ago at a fly-in at Aurora, Oregon that had a fixed gear KR-2 with a 1641ccVW: he cruised it at 100kts @2900 rpm on less than 3 gallons an hour!) Regards, Tracy O'Brien ------------------------------ Date: Sat, 2 Feb 2002 11:38:25 -0500 To: From: "RONALD.FREIBERGER" Subject: RE: KR> How to make the KR 39 KNOT stall speed criteria for Sport Pilot eligibility Message-ID: Tracy said; The secrets to making the Sport Plane eligibility numbers are 1. wing loading 2. span loading 3. airfoil selection 4. flaparons. 5. power loading. Wing loading is easy: add 3'-4' to the span and get rid of the taper! Span loading is also easy: add 3-4' to the span! ====================================================================== At the reduced speeds, the spar is probably adequate(An opinion, not a calculated fact). I'm just at that point in building and also pilot certification issue, due to age, diabetes, etectra. I think I may very well go that way with mine. Of all the planes I've owned and flown, old champs and cubs are a fond memory for me. Ron Freiberger... mailto:ron.martha@mindspring.com ------------------------------ Date: Sat, 02 Feb 2002 12:32:15 -0500 To: tracy@localaccess.com ("Tracy & Carol O'Brien") From: flykrs@netscape.net (Mr. Bryce Guenther) Cc: krnet@mailinglists.org Subject: RE: KR> How to make the KR 39 KNOT stall speed criteria for SportPilot eligibility Message-ID: <39527D47.715EFE5C.00062CFF@netscape.net> Thanks for your practical suggestions of alterations to enable KR to categorize. My single seat KR is nearly finished 99.99% and to meet class III medical I would have to take hypertension meds to pass or loose weight over time. I wrote a reply to NPRM now that the FAA has released it for the 90 day commentary period stating my suggestions and hardships that the speed limitations invoke. It states the 1232 # and Vh 115 kts are figures of Kinetic Energy origin and pilot skill levels. I argued my point of view as an experienced licensed private pilot with logged time in GA ac that flew at 180 kt speeds and the relative weight of a single seat KR1 at 1000# gross could fly at higher speeds than 115 kt limitation and still have K.E. similar. The most prominent thought occurred to me that endorsements could be incorporated for higher speeds both Vs and Vh for the Light Sport Aircraft that one specifically desires to fly and thus accomodate the original intent of the light sport aircraft pilot rating to fly without class III medical and self certify. I believe that original intent has been lost in the present NPRM documentation. This is the time to voice and challenge the restrictive aspects of NPRM, do you all agree? The avweb.com hosts the NPRM in its entirety and can be appealed on site. "Tracy & Carol O'Brien" wrote: >Netters: > >The secrets to making the Sport Plane eligibility numbers are 1. wing >loading 2. span loading 3. airfoil selection 4. flaparons. 5. power loading. > >Wing loading is easy: add 3'-4' to the span and get rid of the taper! > >Span loading is also easy: add 3-4' to the span! > >Airfoil selection is not difficult: use Riblett's turbulent high lift >GA30U-613.5 or GA30U-615 airfoil. The 15% airfoil in particular will give >plenty of spar depth to handle the longer wingspan. > >Full length ailerons with a flap mixer should not be too difficult to design. > >Top speed can be limited by the use of 1600cc engines, 56" diameter props, >and the above outlined wing mods. (I met a guy several years ago at a >fly-in at Aurora, Oregon that had a fixed gear KR-2 with a 1641ccVW: he >cruised it at 100kts @2900 rpm on less than 3 gallons an hour!) > >Regards, > >Tracy O'Brien > > > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > -- Flying is Fun and a Thrill that nearly nothing else can compare. __________________________________________________________________ Your favorite stores, helpful shopping tools and great gift ideas. Experience the convenience of buying online with Shop@Netscape! http://shopnow.netscape.com/ Get your own FREE, personal Netscape Mail account today at http://webmail.netscape.com/ ------------------------------ Date: Sat, 2 Feb 2002 14:04:39 -0500 To: From: "Jim Covington" Subject: RE: KR> How to make the KR 39 KNOT stall speed criteria for SportPilot eligibility Message-ID: I doubt very much that any endorsements will be available for the sport pilot certificate. If I were the FAA, it would seem to me that you are asking for the privileges of a private certificate without the medical. I'm not sure how limiting the top speed to 115 kts violates the 'original intent' of the sport pilot. I thought the original intent applied to 'fat ultralights' and the like and was never intended for fast responsive planes like the KR series. -----Original Message----- From: Mr. Bryce Guenther [mailto:flykrs@netscape.net] Sent: Saturday, February 02, 2002 12:32 PM To: "Tracy & Carol O'Brien" Cc: krnet@mailinglists.org Subject: RE: KR> How to make the KR 39 KNOT stall speed criteria for SportPilot eligibility Thanks for your practical suggestions of alterations to enable KR to categorize. My single seat KR is nearly finished 99.99% and to meet class III medical I would have to take hypertension meds to pass or loose weight over time. I wrote a reply to NPRM now that the FAA has released it for the 90 day commentary period stating my suggestions and hardships that the speed limitations invoke. It states the 1232 # and Vh 115 kts are figures of Kinetic Energy origin and pilot skill levels. I argued my point of view as an experienced licensed private pilot with logged time in GA ac that flew at 180 kt speeds and the relative weight of a single seat KR1 at 1000# gross could fly at higher speeds than 115 kt limitation and still have K.E. similar. The most prominent thought occurred to me that endorsements could be incorporated for higher speeds both Vs and Vh for the Light Sport Aircraft that one specifically desires to fly and thus accomodate the original intent of the light sport aircraft pilot rating to fly without class III medical and self certify. I believe that original intent has been lost in the present NPRM documentation. This is the time to voice and challenge the restrictive aspects of NPRM, do you all agree? The avweb.com hosts the NPRM in its entirety and can be appealed on site. "Tracy & Carol O'Brien" wrote: >Netters: > >The secrets to making the Sport Plane eligibility numbers are 1. wing >loading 2. span loading 3. airfoil selection 4. flaparons. 5. power loading. > >Wing loading is easy: add 3'-4' to the span and get rid of the taper! > >Span loading is also easy: add 3-4' to the span! > >Airfoil selection is not difficult: use Riblett's turbulent high lift >GA30U-613.5 or GA30U-615 airfoil. The 15% airfoil in particular will give >plenty of spar depth to handle the longer wingspan. > >Full length ailerons with a flap mixer should not be too difficult to design. > >Top speed can be limited by the use of 1600cc engines, 56" diameter props, >and the above outlined wing mods. (I met a guy several years ago at a >fly-in at Aurora, Oregon that had a fixed gear KR-2 with a 1641ccVW: he >cruised it at 100kts @2900 rpm on less than 3 gallons an hour!) > >Regards, > >Tracy O'Brien > > > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > -- Flying is Fun and a Thrill that nearly nothing else can compare. __________________________________________________________________ Your favorite stores, helpful shopping tools and great gift ideas. Experience the convenience of buying online with Shop@Netscape! http://shopnow.netscape.com/ Get your own FREE, personal Netscape Mail account today at http://webmail.netscape.com/ --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "reply all" To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org See the KRNet archives at http://www.escribe.com/aviation/krnet/ ------------------------------ Date: Fri, 1 Feb 2002 19:36:23 -0800 (PST) To: krnet@mailinglists.org From: Frank Ross Subject: Re: KR> Dynel KR Antique Message-ID: <20020202033623.3630.qmail@web14003.mail.yahoo.com> Brad, Others, As far as using Dynel for your plane, the general consensus in an old long and hot debate on krnet, and some reading I did on it, it will probably be hard to get it to come out as light as fiberglass. Tends to hold more resin. Kayak builders and surf-board builders had the same problem. It is easier to use, especially for hard-to-form areas, probably, than fiberglass. I would recommend making two identical small projects (wheelpants, storage box, seat, etc.) and see which one is lightest, strongest, easiest to make, etc. Then you will have answers to questions very few others have. When I started a thread a couple of years ago on Dynel (time flys) there were at least three people on the krnet who offered to send me their old Dynel. Now THOSE are some guys with OLD projects lying around! It isn't really much different from Dacron, maybe you have a relative with an old Liesure Suit from the '70s you could cut up (the suit, not the relative). I'm still wearing mine or you could have it. Those things just never die. Anybody want to buy a good 8-track for their plane? I've got lots of ABBA and Fleetwood Mack for it. ===== Frank Ross, San Antonio, TX, __________________________________________________ Do You Yahoo!? Great stuff seeking new owners in Yahoo! Auctions! http://auctions.yahoo.com ------------------------------ Date: Sat, 2 Feb 2002 10:30:46 -0600 To: "Frank Ross" , From: "Robert Stone" Subject: Re: KR> Dynel KR Antique Message-ID: <000901c1ac06$f8b55860$ebd8fea9@pavilion> Netters: Why not use fiberglass in all of the flat easy to cover areas and dynel in the hard -to-form areas? Bob Stone, Harker Heights, Tx rlspjs@dashlink.com ----- Original Message ----- From: "Frank Ross" To: Sent: Friday, February 01, 2002 9:36 PM Subject: Re: KR> Dynel KR Antique > Brad, Others, > As far as using Dynel for your plane, the general > consensus in an old long and hot debate on krnet, and > some reading I did on it, it will probably be hard to > get it to come out as light as fiberglass. Tends to > hold more resin. Kayak builders and surf-board > builders had the same problem. It is easier to use, > especially for hard-to-form areas, probably, than > fiberglass. > I would recommend making two identical small projects > (wheelpants, storage box, seat, etc.) and see which > one is lightest, strongest, easiest to make, etc. > Then you will have answers to questions very few > others have. > When I started a thread a couple of years ago on Dynel > (time flys) there were at least three people on the > krnet who offered to send me their old Dynel. Now > THOSE are some guys with OLD projects lying around! > It isn't really much different from Dacron, maybe you > have a relative with an old Liesure Suit from the '70s > you could cut up (the suit, not the relative). I'm > still wearing mine or you could have it. Those things > just never die. > Anybody want to buy a good 8-track for their plane? > I've got lots of ABBA and Fleetwood Mack for it. > > > ===== > Frank Ross, San Antonio, TX, > > __________________________________________________ > Do You Yahoo!? > Great stuff seeking new owners in Yahoo! Auctions! > http://auctions.yahoo.com > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > ------------------------------ Date: Fri, 1 Feb 2002 23:20:05 -0500 (EST) To: johnmc@centurytel.net (John McMenamin), krnet@mailinglists.org From: jaslkw@webtv.net (Linda Warner) Subject: Re: Kevlar covering for T-craft Message-ID: <4171-3C5B68F5-1448@storefull-2177.public.lawson.webtv.net> Hi John. Is that an experimental T-craft?. If not, you'd better stick with one of the FAA approved, S.T.C'd materials like Ceconite or Stits process. (Both dacron). Otherwise, you'd have a plane that would never be approved to fly again! Besides, Kevlar has been dropped from use by most companies like Boeing due to it's propensity to wick up water and then freeze and cause splitting and delamination. If your T-craft is certified, then you are stuck with what is available for certified A/C. > John Sickafoose, Naples Fl>> > A&P, tech counselor Hugs etc. Linda Kay & John ------------------------------ Date: Sat, 2 Feb 2002 06:53:43 -0800 To: From: "Daniel Heath" Subject: Kevlar as a wing covering Message-ID: <000801c1abf9$6a27e390$212b5d0c@dan> I think DON'T is the appropriate word. You would need to wet Kevlar out with resin, which would require some kind of backing to hold it in untill it cured. Maybe if you could make wing skins out of the Kevlar and then find a way to attach it to the spars of the TaylorCraft. Even if you can find a way to do it, You are asking for more trouble than a normal human being is due. And, you have no safety record to go on. You have no idea of how the application will perform. Daniel R. Heath www.EAA242.com See our KR2 at: www.JerryMahurin.com ----- Original Message ----- From: "Robert X. Cringely" To: "John McMenamin" ; Sent: Friday, February 01, 2002 10:10 PM Subject: Re: KR> Carburetor mixture setting > Just one word of advice: don't. > > > Bob > > > >Hello > >My name is John McMenamin. I am in the middle of a taylorcraft project > >an am considering using Kevlar as a wing covering. I want to add strengh > >without weight. I heard from our builders group some of you have some > >experience with this. Can anyone give me some hints? I need to know how > >difficult it is to work with and what I could expect with results. I > >have ordered a couple of small pieces to experiment with but could use > >some advice. > >John (Montana) > > > >Jerry Mahurin wrote: > > > >> That carb is also used on a lot of small ford stationary > >> engines used to power welding machines, water pumps, etc. > >> It was a little four cylinder job > >> > >> Jerry Mahurin > >> Lugoff, SC > >> http://www.jerrymahurin.com > >> > >> On Fri, 1 Feb 2002 08:42:43 +0200 > >> "Serge F. VIDAL" wrote: > >> >My stock VW 2 liter engine runs on a single ZENITH > >> >carburetor. It works > >> >well, and is somewhat altitude compensating, thanks to a > >> >membrane system. > >> >The only reproach I could make is that it does not have > >> >mixture setting. > >> >Then, I found a useful trick somewhere on the Internet: > >> >- Most carburetors of that type (piston) > >> >have a screw that > >> >adjusts the mixture by adjusting the jet gap; > >> >- On the Zenith, that screw is conveniently > >> >located at the > >> >bottom; > >> >- All you have to do is to run a > >> >tachometer-type cable from > >> >the cockpit to the carburetor, and to link it to the > >> >carburetor screw at the > >> >one end, and to a knob at the other end. > >> > > >> >Incidentally, could anybody tell me which car the Zenith > >> >was fitted into? I > >> >am trying to source another carb here in South Africa. > >> > > >> >Serge VIDAL > >> >KR2 ZS-WEC > >> >Johannesburg, South Africa > >> > > >> > > >> > >> Jerry Mahurin > >> Lugoff, SC > >> http://www.jerrymahurin.com > >> > >> --------------------------------------------------------------------- > >> To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >> > >> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >> For additional commands, e-mail: krnet-help@mailinglists.org > >> > >> See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > > > > >--------------------------------------------------------------------- > >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > >For additional commands, e-mail: krnet-help@mailinglists.org > > > >See the KRNet archives at http://www.escribe.com/aviation/krnet/ > > > -- > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.escribe.com/aviation/krnet/ > ------------------------------ Date: Sat, 02 Feb 2002 13:01:36 -0500 To: danrh@att.net ("Daniel Heath"), krnet@mailinglists.org From: flykrs@netscape.net (Mr. Bryce Guenther) Subject: RE: KR> Kevlar as a wing covering Message-ID: <7721072E.55B2CC80.00062CFF@netscape.net> If you plan on keeping that aircraft in type certification you can not use kevlar because it is not an approved process and is not FAA/PMA approved covering. A & P mechanic If you plan on recertifying the aircraft into another catergory like Light Sport Aircraft then you might get away with it. Layout bydirectional kevlar on 4 x 8 extruded plastic sheets with mold release apply resin then cure. remove thin single sheet of kevlar and T-88 epoxy it to the ribs - spars of recover job. make sure bond surfaces are prepped. Add additional kevlar or what ever to desired strength. This uncertified approach might suit you intents. -- Flying is Fun and a Thrill that nearly nothing else can compare. __________________________________________________________________ Your favorite stores, helpful shopping tools and great gift ideas. Experience the convenience of buying online with Shop@Netscape! http://shopnow.netscape.com/ Get your own FREE, personal Netscape Mail account today at http://webmail.netscape.com/ ------------------------------ Date: Sat, 2 Feb 2002 07:16:36 -0500 To: From: "Thomas Andersen" Subject: 1915cc VW FWF package for sale $2900 OBO Message-ID: <002801c1abe3$75e74060$0300a8c0@triad.rr.com> Hi folks, I have for sale a 65hp FWF VW package which includes a 1915cc VW engine (94mm pistons), Hegy 52x42 prop (brass LE), 10" chrome spinner, Diehle accessory case, starter, alternator, Slick 4316 magneto w/impulse coupling, Revflo carb w/mixture and carb heat (mounts under oil pan), chrome intakes, new Slick ignition harness, new 041 heads (extra large intake valve), chrome equal-length exhaust stacks which flow to the rear very nicely, and eyebrow-shaped cooling ducts to keep those rear cylinders cool. This engine has only 5 hours on it since major overhaul. It turns the 52x42 prop a smooth 2900rpm on the ground, and you can run it all you want before buying it. There is no rust on the steel cylinders and it's in good shape overall. Complete engine logs included. Asking only $2900 for the whole FWF package. If you don't want full electrics, leave the starter and alternator off at first. You still have the option to use them later. There's nipples for primer tubes in the intake manifolds near the heads, and the impulse coupling aids hand starting. This engine would power any VW plane quite nicely. Email me for pics. It is currently mounted in a Jeanie's Teenie so it can be run for any buyer. -Tom ------------------------------ Date: Sat, 02 Feb 2002 17:27:27 To: viscan@juno.com, virgnvs@juno.com From: "Oscar Zuniga" Cc: krnet@mailinglists.org Subject: KR- an antique? Message-ID: Phil asked: >Where, oh where, does FAR Part 47 (or any other part) say anything >about special N-numbers for "ANTIQUES"??? 'Scuse my slip; it's FAR 45.22(b). It doesn't say you can prefix the registration number with an "X"... it always has to start with an "N" but under the provisions of this FAR it can be "NX..." and the large passenger notification "EXPERIMENTAL" at the entry to the cockpit can be dispensed with. Check it out, at http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/CurrentFARPart/CFB016AA41963A1C86256A6900512337?OpenDocument Oscar Zuniga Medford, Oregon mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ Get your FREE download of MSN Explorer at http://explorer.msn.com/intl.asp. ------------------------------ Date: Sat, 2 Feb 2002 10:24:12 -0800 (PST) To: KRNET@MAILINGLISTS.ORG From: RICK WILSON Subject: kevlar covering Message-ID: <20020202182412.45462.qmail@web21201.mail.yahoo.com> mr. gunther, kevlar is a component of a composite covering,(fiberglass). i don't see how you intend to use it as wing covering material unless you are going to build wing skins then somehow attach them to the wings. thanks, rick wilson __________________________________________________ Do You Yahoo!? Great stuff seeking new owners in Yahoo! Auctions! http://auctions.yahoo.com ------------------------------ Date: Sat, 2 Feb 2002 14:37:06 EST To: KRNet@mailinglists.org From: Mauryhuntr@aol.com Subject: Trailer plus. Message-ID: <12.19bc1693.298d99e2@aol.com> --part1_12.19bc1693.298d99e2_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Add'l comments on trailers. I agree that shorter wing stubs would make designing and trailering easier. Would also allow designing of folding wings. At present width, folding designs are complicated by DOT vehicle width regulations. There was a fellow in the south, AL, GA or thereabouts, who had KR 1-man folding wing device plans. It could be built in during construction or retro-installed. I don't recall his name. I know that complying with hiway width was a touch-and-go situation when the wings were left in folded position at the sides. Now for you fellows who have a flying KR and looking for your next project, here is a suggestion. A portable trailer/hanger. At least one has been built and used and even was used as a multiple airport roadable transport. In the early 60's when I designed steel buildings for bread-and-butter (not harmful to your health then), there was a trade journal article with pictures of a TX steel erector's "home made" plane and portable "steel building" hanger. It was short on the plane details except that it was 2place, small and not steel tube (strangely, woodworking was one of his hobbies). and a Canadian design. Since it was a steel mag, more time was spent on the building. Looked like a small low semi-trailer shaped corrugated steel box on 2 wheels.that cranked up into the box and lowering the frame to the ground. Rear door dropped for a ramp. The plane was in tail first. Rear of roof raised some and had 2 removable supports. Sides of box swung out and pie-shape hinged sections were raised and locked to roof. As I recall the only floor was the center trailer section. It was not rodent proof because they mentioned snakes. I think the opening closure was canvas someway connected to the roof supports and they swung to the side and up. The boss and I joked about he didn't have to worry about our snow loads etc But windloads, yes. he used screw anchors like on power poles to keep it on the ground. This was wesst TX. Evidenttly he was often out on location for a couple months at a time. Two of them drove (showed a pickup towing) it to the closest air strip or flat spot and parked. Took them a half day to set up permanently with the anchors. I apologise. I know there will be several of you jokers who won't be able to get to sleep for the next couple nights while designed your portable plane port. Let us know about your wild hairs............MauryHunter --part1_12.19bc1693.298d99e2_boundary-- ------------------------------ End of krnet Digest ***********************************