From: To: Subject: krnet Digest 14 Jun 2002 21:53:20 -0000 Issue 450 Date: Friday, June 14, 2002 2:53 PM krnet Digest 14 Jun 2002 21:53:20 -0000 Issue 450 Topics (messages 10741 through 10763): Landings 10741 by: GoFlySlow2.aol.com News letter 10742 by: Patrick Driscoll 10743 by: Bob Farmer Re: KR Landings 10744 by: cartera 10745 by: Mark Langford 10746 by: Ron Eason Re: End of the Newsletter John Sickafoose 10747 by: collinsr AeroPoxy 10748 by: Daniel Heath 10749 by: Mark Jones 10754 by: Larry A. Capps 10756 by: Ron Eason 10758 by: Ron Thomas About KR Kit... 10750 by: joaquim 10751 by: virgnvs.juno.com 10752 by: Dave and Tina Goodman 10753 by: Larry A. Capps tail spring 10755 by: macwood barbeque- off topic 10757 by: Oscar Zuniga It's Friday.......... 10759 by: Dana Overall Shorter Wing 10760 by: Bob Sauer DFly Canopy 4Sale 10761 by: BSHADR Sterba prop for sale 10762 by: Tom Crawford Re: Mark L - wings 10763 by: chris gardiner Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Thu, 13 Jun 2002 13:52:05 EDT To: krnet@mailinglists.org From: GoFlySlow2@aol.com Subject: Landings Message-ID: <86.1bdc0286.2a3a35c5@aol.com> --part1_86.1bdc0286.2a3a35c5_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Jim Faughn N891JF KR-2 Writes; > I didn't get a tail wheel endorsement until a year after I was flying my KR > and got it just for fun from a friend that had a tail dragger and his CFI. > Hope this helps. Jim's article on how to land a KR-2 was most helpful to me and I highly recommend it's use. I found, and I'm quite in the minority, that tail wheel first landings are easiest and offer numerous advantages. As for a tail wheel endorsement, the endorsement is NOT required by the FAR's ( Part $61.31 (k) Exceptions (iii) ). But, Obviously, one should get adequate training. Chuck Scrivner http://www.angelfire.com/biz6/MFM Chuck --part1_86.1bdc0286.2a3a35c5_boundary-- ------------------------------ Date: Thu, 13 Jun 2002 14:43:47 -0500 To: "KR Net Mail" From: "Patrick Driscoll" Subject: News letter Message-ID: <006b01c21312$a31fbb20$1f219ecd@oemcomputer> ------=_NextPart_000_0068_01C212E8.B95EB6E0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I am all for the newsletter being on the net but like someone said, = some KR builders might not have computers. I for one would be happy to = print out a online newsletter and mail it to one or two people who do = not have computers. If a few others would do this, I'm sure we could = cover almost all who would need this service. the ones needing it could = pay a couple of dollars to whoever is sending them the letter, to defray = the cost of ink and postage. The amount would have to be agreed upon = between the person copying the letter and the one receiving it. As for = Monte having rights to the newsletter, I think he has rights to = everything he himself contributed but no rights to anything anyone else = sent him unless they signed away those rights to him and he can produce = the signed papers. I'm no lawyer but I think that also goes for anything he donates to = the EAA. Anything that anyone sent Monte can be republished on the net = for everyone to see. Like I said, I will still print the newsletter but I would hope = someone else would put it together for me. Pat Driscoll ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------=_NextPart_000_0068_01C212E8.B95EB6E0-- ------------------------------ Date: Thu, 13 Jun 2002 15:46:23 -0400 To: "krnet" From: "Bob Farmer" Subject: Re: KR> Newsletter Message-ID: <005f01c21313$0073f160$f45b62d8@oemcomputer> I agree with Ron & would be willing to pay. Even though some might be left out if this is only on the web it has a better chance of surviving if the overhead & work are held to a minimum. The next dedicated person, publishing a hard copy, that lost interest would put it right back where it is today. The result might be everyone would be left out. How about THE KR PAGES or something like that. Any ideas? Bob Farmer ----- Original Message ----- From: "Ron Eason" To: ; Sent: Thursday, June 13, 2002 6:56 AM Subject: Re: KR> Newsletter > What about the time spent compiling and editing the work? Sounds like work > to me. It's nice to be charitable but time is money to most people and > that's ok in my book. > > KRron > > > > > > --------------------------------------------------------------------- > > 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/ > > and at http://www.bouyea.net/ for the older ones > > > > > > > --------------------------------------------------------------------- > 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/ > and at http://www.bouyea.net/ for the older ones > > ------------------------------ Date: Thu, 13 Jun 2002 12:46:21 -0600 To: Jim Faughn From: cartera CC: KR Net Response Subject: Re: KR> KR Landings Message-ID: <3D08E87D.D573D098@cuug.ab.ca> Hello Gang & Jim, This is the best detailed landing procedure that I have seen for a long time and your right on in every respect, especially for overshoots, the 60 mph is right on, but remember this is a high stress time and you will and I say this without any reservation you will over control until you can relax. Further I would suggest that you do the air time that I have suggested on this newsgroup before. I have also put together 3 zipped files of different information like tail wheel spring, heat boxes, circuit speeds, positive locking for retract for the guys who have it and other pertinent information to questions that seem to asked and asked. Each file is about 1.2kb long, so if you have limitations with your isp and I will break it down. Just email me that you want them and I will attach them to a private address. Did a survey of US incidents and crashes with KR's and there were only 57 in the last 12 years, with a low fatality rate. What I could see it that most were pilot error. Remember it's a learning process from your first hour until whenever??? Remember it's not a toy, it's small and beautiful but can still kill you! Of all the different aircraft I have flown in my lifetime, my KR is the beauty I love to fly and think I built it with my two little hands. Talk about pride I'm full of it ;). Happy Flying! Jim Faughn wrote: > > Several people have already asked why I don't put the article I wrote on the > list. The reason was that I've put it out several times and I didn't want to > take up space. Oh well, I guess we have a number of new people on so I'll > send it out again. Delete if you've seen it before. By the way, after 250+ > flight hours I still use this today. > > The “Perfect” Landing > In a KR??? > > After my test flight in my KR-2 I thought every landing would be as good. > However, it seems that first landing was my best until I sat down to analyze > each and every step before touchdown. The purpose of this article is to > present the plan I use before each landing in hopes that it will help KR > builders getting ready for their first flight and those having problems with > consistent landings. > > Each phase of the landing process must be planned and executed if the > successful touchdown will be made. I will try to explain each step along > with the speeds and altitudes for each phase of the landing. Please keep in > mind that those of us who fly experimental aircraft do not have calibrated > airspeed systems and your speeds may and probably will be different. For > your information, N891JF has an empty weight of 625 lbs, no flaps, I weigh > 190 lbs, and typically carry 15 lbs of stuff in my baggage area. > > Phase 1 - Approach to the airport - The KR is a very slippery aircraft and > you must plan to start slowing down before you reach the downwind leg of the > airport pattern. I always try to descend to traffic pattern altitude (800 > agl) and obtain a speed of 120 mph on downwind. > > Phase 2 - Downwind - When I have stabilized my speed on downwind, 120 mph, > my RPM on the 2180 VW with a 52 X 52 prop is around 2000. This is a very > comfortable speed to check all instruments, ensure the mixture is at full > rich, and plan the touchdown point. Don’t forget to plan for either a strong > headwind or a crosswind component. If you are facing a strong crosswind, > this is the time to review what you will do at touchdown. (Which wing you > will have low on approach and which wheel you will land on first.) You may > not have time for “thinking” later. > > Phase 3 - Base - The base leg will be flown at 90 to 100 mph. I use the turn > to aid in decreasing speed and lower my RPM to around 1600 to 1800. During > the base leg, I will descend to an altitude of approximately 500 agl. > > Phase 4 - Turn to final - This is one of your great opportunities to > decrease altitude. I usually slip (if it is a left pattern) on this turn to > decrease altitude to 300 agl as I enter the final leg. It is important that > you determine your best altitudes for each of the legs and always consider > safety. In other words, remember, in case of engine failure, altitude is > your best asset! > > Phase 5 - Final - Your two most important considerations on final are > altitude and speed. You can always decrease altitude with a controlled slip. > (The KR slips very good.) However, it is extremely difficult to decrease > speed once you have let it build up. On final I will fly at 80 mph until I > reach mid final, then I will decrease to 70 mph. I will hold this speed > until short final (cross the end of the runway) at which time I begin > decreasing speed. > > Phase 6 - Float - The KR is so close to the ground that you will encounter > ground effect in a VERY big way. You can and should use this to your > advantage in making the “perfect” landing. Patience is a huge virtue during > this phase. I will NEVER land my airplane above 60 mph. If I try, and for > the first 60 hours I tried all the way up to 80 mph, I WILL bounce!!! The > reason for this is very simple. When you touch the main wheels down, the > tail will lower, your angle of attack will increase and you will go back up > in the air. This will continue until you are at the appropriate speed. What > we want to do is make the landing once rather than getting current (bounce 5 > times) every time we decide to land. Remember, we had just crossed the end > of the runway decreasing speed out of 70 mph. At this time I pull back the > throttle all the way and try to hold my KR inches off the runway. The more I > concentrate on holding it off by inches the better landing I am able to > make. I will glance, VERY quickly, at the airspeed indicator until it is > below 60 mph and then I will continue to pull back on the stick > concentrating on NOT touching down but instead maintaining the inch or two > above the runway. When the stick is approximately one half the way back, we > are now somewhere between 50 and 55 mph, I will let it then settle on the > runway. Then I will raise the tail to decrease the lift and allow me to see > over the nose. I have seen airspeeds, solo, as low as 40 mph before I > actually touch the wheels down. I will continue to apply forward pressure on > the stick keeping the nose up until I am almost to the limit. Next I will > allow the tail to come back to the runway and then apply full back pressure > on the stick to ensure the tail wheel stays on the ground as it takes over > directional control from the rudder. If you are landing in a crosswind most > experts agree you should wheel land the airplane and raise the tail to > ensure the mains are securely on the ground. Ensure you apply the > appropriate aileron going all the way to full. These controls of aileron and > elevator must be managed as you complete your landing and as you taxi. You > will learn how much of a crosswind component you and your KR are capable of > over time and I recommend all early flights are with a crosswind component > of less than 5 kts. I have found that the crosswind component I am capable > of handling is more a function of my piloting ability (practice) than the > airplane. > > If I follow my own procedures, I will make a good landing every time. > However, I seem to make exceptions when concentration lapses. For example, > if I lower the nose on final I will gain speed very quickly, usually to 100+ > mph, and this makes the landing more difficult unless you are very good at > using slips to decrease speed. Another point that should be made is that > when flying with two people I will raise the speeds on final by 5+ mph > compensating for the increase in weight and stall speed. > > What happens if I bounce? The first thing you have to decide is how bad of a > bounce is it? I put bounces into three categories. First is BAD. If this is > the case or if everything just doesn’t seem right your only good option is > to advance the throttle to full and go around. Don’t worry about your ego > just do it, GO AROUND. Second is a small bounce. If you come back up 6 > inches to a foot, then don’t over control, just re-land the plane. The > reason for the small bounce was probably that you were going too fast when > you let the airplane set down. The third bounce is in-between. The recovery > from an in-between bounce will depend upon your skill level with your KR. If > you have only been flying for 10 hours, you should probably go around. > However, as your skills improve there is another option. To recover, apply > approximately half throttle, stop the oscillation, and re-land the airplane. > This only works if you stay in ground effect and remember you are very close > to a stall so DON’T try this unless you are comfortable with your plane, > your skills and you have a long enough runway. > > I certainly hope the information will prove helpful as you think about test > flying your KR or are trying to improve your landings. If you can visualize > and plan each phase of the landing process you will be able to make > “perfect” landings. I am not a flight instructor and only present the > information here in hopes you will not make the same mistakes I did in my > early flights. If you would like to discuss these phases prior to flying > your KR then give me a call. Perhaps we can improve this narrative for > others. > > Good Landings > > Jim Faughn > 4323D Laclede Ave. > St. Louis, MO 63108 > (314)652-7659 > Mailto:jfaughn@mvp.net > > --------------------------------------------------------------------- > 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/ > and at http://www.bouyea.net/ for the older ones -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ------------------------------ Date: Thu, 13 Jun 2002 15:29:26 -0500 To: "Jim Faughn" From: "Mark Langford" Cc: "KR Net Response" Subject: Re: KR> KR Landings Message-ID: <000601c21319$07246110$f102a58c@tbekhpjnuqn30g> Jim, I guess you won't mind if I put that out on the web somewhere? If so, do you want (or NOT want) your email address at the bottom? Thanks, Mark ------------------------------ Date: Thu, 13 Jun 2002 13:39:26 -0700 To: Jim Faughn , cartera From: "Ron Eason" CC: KR Net Response Subject: Re: KR> KR Landings Message-Id: <200206131339.AA536608880@jrl-engineering.com> For anyone with a shelf type instrument panel, I have a HUD that displays a= irspeed contiunously in the pilot vue thru the wind screen. It also displays engine alarms. It can take the stress out of speed contro= l in landings and take offs. See it at http://krron.freeyellow.com/ last ph= otos on site. KRRon ---------- Original Message ---------------------------------- From: cartera Date: Thu, 13 Jun 2002 12:46:21 -0600 >Hello Gang & Jim, >This is the best detailed landing procedure that I have seen for >a long time and your right on in every respect, especially for >overshoots, the 60 mph is right on, but remember this is a high >stress time and you will and I say this without any reservation >you will over control until you can relax. Further I would suggest >that you do the air time that I have suggested on this newsgroup >before. I have also put together 3 zipped files of different information >like tail wheel spring, heat boxes, circuit speeds, positive locking >for retract for the guys who have it and other pertinent information >to questions that seem to asked and asked. Each file is about 1.2kb >long, so if you have limitations with your isp and I will break it >down. Just email me that you want them and I will attach them to a >private address. Did a survey of US incidents and crashes with KR's >and there were only 57 in the last 12 years, with a low fatality rate. >What I could see it that most were pilot error. Remember it's a >learning process from your first hour until whenever??? Remember it's >not a toy, it's small and beautiful but can still kill you! Of all the >different aircraft I have flown in my lifetime, my KR is the beauty I >love to fly and think I built it with my two little hands. Talk about >pride I'm full of it ;). Happy Flying! > > >Jim Faughn wrote: >> >> Several people have already asked why I don't put the article I wrote on= the >> list. The reason was that I've put it out several times and I didn't wan= t to >> take up space. Oh well, I guess we have a number of new people on so I'l= l >> send it out again. Delete if you've seen it before. By the way, after 25= 0+ >> flight hours I still use this today. >> >> The =93Perfect=94 Landing >> In a KR??? >> >> After my test flight in my KR-2 I thought every landing would be as good= . >> However, it seems that first landing was my best until I sat down to ana= lyze >> each and every step before touchdown. The purpose of this article is to >> present the plan I use before each landing in hopes that it will help KR= >> builders getting ready for their first flight and those having problems = with >> consistent landings. >> >> Each phase of the landing process must be planned and executed if the >> successful touchdown will be made. I will try to explain each step along= >> with the speeds and altitudes for each phase of the landing. Please keep= in >> mind that those of us who fly experimental aircraft do not have calibrat= ed >> airspeed systems and your speeds may and probably will be different. For= >> your information, N891JF has an empty weight of 625 lbs, no flaps, I wei= gh >> 190 lbs, and typically carry 15 lbs of stuff in my baggage area. >> >> Phase 1 - Approach to the airport - The KR is a very slippery aircraft a= nd >> you must plan to start slowing down before you reach the downwind leg of= the >> airport pattern. I always try to descend to traffic pattern altitude (80= 0 >> agl) and obtain a speed of 120 mph on downwind. >> >> Phase 2 - Downwind - When I have stabilized my speed on downwind, 120 mp= h, >> my RPM on the 2180 VW with a 52 X 52 prop is around 2000. This is a very= >> comfortable speed to check all instruments, ensure the mixture is at ful= l >> rich, and plan the touchdown point. Don=92t forget to plan for either a = strong >> headwind or a crosswind component. If you are facing a strong crosswind,= >> this is the time to review what you will do at touchdown. (Which wing yo= u >> will have low on approach and which wheel you will land on first.) You m= ay >> not have time for =93thinking=94 later. >> >> Phase 3 - Base - The base leg will be flown at 90 to 100 mph. I use the = turn >> to aid in decreasing speed and lower my RPM to around 1600 to 1800. Duri= ng >> the base leg, I will descend to an altitude of approximately 500 agl. >> >> Phase 4 - Turn to final - This is one of your great opportunities to >> decrease altitude. I usually slip (if it is a left pattern) on this turn= to >> decrease altitude to 300 agl as I enter the final leg. It is important t= hat >> you determine your best altitudes for each of the legs and always consid= er >> safety. In other words, remember, in case of engine failure, altitude is= >> your best asset! >> >> Phase 5 - Final - Your two most important considerations on final are >> altitude and speed. You can always decrease altitude with a controlled s= lip. >> (The KR slips very good.) However, it is extremely difficult to decrease= >> speed once you have let it build up. On final I will fly at 80 mph until= I >> reach mid final, then I will decrease to 70 mph. I will hold this speed >> until short final (cross the end of the runway) at which time I begin >> decreasing speed. >> >> Phase 6 - Float - The KR is so close to the ground that you will encount= er >> ground effect in a VERY big way. You can and should use this to your >> advantage in making the =93perfect=94 landing. Patience is a huge virtue= during >> this phase. I will NEVER land my airplane above 60 mph. If I try, and fo= r >> the first 60 hours I tried all the way up to 80 mph, I WILL bounce!!! Th= e >> reason for this is very simple. When you touch the main wheels down, the= >> tail will lower, your angle of attack will increase and you will go back= up >> in the air. This will continue until you are at the appropriate speed. W= hat >> we want to do is make the landing once rather than getting current (boun= ce 5 >> times) every time we decide to land. Remember, we had just crossed the e= nd >> of the runway decreasing speed out of 70 mph. At this time I pull back t= he >> throttle all the way and try to hold my KR inches off the runway. The mo= re I >> concentrate on holding it off by inches the better landing I am able to >> make. I will glance, VERY quickly, at the airspeed indicator until it is= >> below 60 mph and then I will continue to pull back on the stick >> concentrating on NOT touching down but instead maintaining the inch or t= wo >> above the runway. When the stick is approximately one half the way back,= we >> are now somewhere between 50 and 55 mph, I will let it then settle on th= e >> runway. Then I will raise the tail to decrease the lift and allow me to = see >> over the nose. I have seen airspeeds, solo, as low as 40 mph before I >> actually touch the wheels down. I will continue to apply forward pressur= e on >> the stick keeping the nose up until I am almost to the limit. Next I wil= l >> allow the tail to come back to the runway and then apply full back press= ure >> on the stick to ensure the tail wheel stays on the ground as it takes ov= er >> directional control from the rudder. If you are landing in a crosswind m= ost >> experts agree you should wheel land the airplane and raise the tail to >> ensure the mains are securely on the ground. Ensure you apply the >> appropriate aileron going all the way to full. These controls of aileron= and >> elevator must be managed as you complete your landing and as you taxi. Y= ou >> will learn how much of a crosswind component you and your KR are capable= of >> over time and I recommend all early flights are with a crosswind compone= nt >> of less than 5 kts. I have found that the crosswind component I am capab= le >> of handling is more a function of my piloting ability (practice) than th= e >> airplane. >> >> If I follow my own procedures, I will make a good landing every time. >> However, I seem to make exceptions when concentration lapses. For exampl= e, >> if I lower the nose on final I will gain speed very quickly, usually to = 100+ >> mph, and this makes the landing more difficult unless you are very good = at >> using slips to decrease speed. Another point that should be made is that= >> when flying with two people I will raise the speeds on final by 5+ mph >> compensating for the increase in weight and stall speed. >> >> What happens if I bounce? The first thing you have to decide is how bad = of a >> bounce is it? I put bounces into three categories. First is BAD. If this= is >> the case or if everything just doesn=92t seem right your only good optio= n is >> to advance the throttle to full and go around. Don=92t worry about your = ego >> just do it, GO AROUND. Second is a small bounce. If you come back up 6 >> inches to a foot, then don=92t over control, just re-land the plane. The= >> reason for the small bounce was probably that you were going too fast wh= en >> you let the airplane set down. The third bounce is in-between. The recov= ery >> from an in-between bounce will depend upon your skill level with your KR= . If >> you have only been flying for 10 hours, you should probably go around. >> However, as your skills improve there is another option. To recover, app= ly >> approximately half throttle, stop the oscillation, and re-land the airpl= ane. >> This only works if you stay in ground effect and remember you are very c= lose >> to a stall so DON=92T try this unless you are comfortable with your plan= e, >> your skills and you have a long enough runway. >> >> I certainly hope the information will prove helpful as you think about t= est >> flying your KR or are trying to improve your landings. If you can visual= ize >> and plan each phase of the landing process you will be able to make >> =93perfect=94 landings. I am not a flight instructor and only present t= he >> information here in hopes you will not make the same mistakes I did in m= y >> early flights. If you would like to discuss these phases prior to flying= >> your KR then give me a call. Perhaps we can improve this narrative for >> others. >> >> Good Landings >> >> Jim Faughn >> 4323D Laclede Ave. >> St. Louis, MO 63108 >> (314)652-7659 >> Mailto:jfaughn@mvp.net >> >> --------------------------------------------------------------------- >> 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/ >> and at http://www.bouyea.net/ for the older ones > >-- >Adrian VE6AFY >Calgary, Alberta >Mailto:cartera@cuug.ab.ca >http://www.cuug.ab.ca/~cartera > > >--------------------------------------------------------------------- >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/ >and at http://www.bouyea.net/ for the older ones > > ------------------------------ Date: Thu, 13 Jun 2002 17:42:13 -0500 To: "Linda Warner" , "Mark Jones" , From: "collinsr" Subject: Re: KR> End of the Newsletter John Sickafoose Message-ID: <004001c2132b$9119bde0$5d30de0c@annacoll> John, Your point is well taken regarding the copyright theme. I find it interesting that this same flaw (protecting what is instead of exploring what could be) led to the development of ailerons. The Wright Bros. insisted on controlling the wing warping concept until all aviators and airplane builders were sick of the restrictions. It's pretty easy to "think outside the box" when the box has been made extremely small. Rick Collins N886KR Heath built "Little Beast" ----- Original Message ----- From: "Linda Warner" To: "Mark Jones" ; Sent: Wednesday, June 12, 2002 7:23 PM Subject: Re: KR> End of the Newsletter > That is too bad. When I tried to help the KR newsletter by sending in an > article, both Monte and his predecessor, Earl Teporten would ignore my > input until years would go by and they tired of the cries for > contributions. Then they would publish my articles. All the while crying > about how the info in the newsletters was THERE'S, not "ours" as it > should have been. They harped on the copyright so much that they lost > track of what the newsletter should have been. > Information supplied BY the builders, FOR the builders!! > I let my subscription expire at the end of 1999. While I would have > loved to continue it to this day, I saw then that the thinking seemed to > be "what can this newsletter do for ME, not the subscribers and article > contributors". > > Perhaps it is time for the end to come to a way of information sharing > that is controlled by one person who would restrict access to that > information under the guise of bettering himself either financially or > to boost his ego. > > John Sickafoose > Naples, Fl > > > --------------------------------------------------------------------- > 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/ > and at http://www.bouyea.net/ for the older ones > > ------------------------------ Date: Thu, 13 Jun 2002 21:31:03 -0700 To: "Krnet@Mailinglists.Org" From: "Daniel Heath" Subject: AeroPoxy Message-ID: Has anyone using AeroPoxy, noticed a red substance around the cap of the hardener? I have seen this since it has started getting hot. If you have, what is it and is this detrimental to the hardener? Daniel R. Heath See our KR2 at: http://kr-builder.org See our EAA Chapter 242 at: WWW.EAA242.ORG --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 ------------------------------ Date: Thu, 13 Jun 2002 20:48:00 -0500 To: "Krnet@Mailinglists.Org" From: "Mark Jones" Subject: Re: KR> AeroPoxy Message-ID: <007d01c21345$84284ce0$c5991f41@wi.rr.com> Daniel, I have some Aeropoxy hardener which has completely turned red. It now has a very strong odor of ammonia. Almost knocks you out when you open the can!!! This hardener I speak of is a couple of years old and I think it has gone through a chemical change. I am not going to use it but will buy another can of hardener since the resin is ok. BTW the hardener had never been opened until a couple of weeks ago. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: "Daniel Heath" To: "Krnet@Mailinglists.Org" Sent: Thursday, June 13, 2002 11:31 PM Subject: KR> AeroPoxy > Has anyone using AeroPoxy, noticed a red substance around the cap of the > hardener? I have seen this since it has started getting hot. If you have, > what is it and is this detrimental to the hardener? > > Daniel R. Heath > > See our KR2 at: http://kr-builder.org > > See our EAA Chapter 242 at: WWW.EAA242.ORG > > > --- > Outgoing mail is certified Virus Free. > Checked by AVG anti-virus system (http://www.grisoft.com). > Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 > > > --------------------------------------------------------------------- > 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/ > and at http://www.bouyea.net/ for the older ones > ------------------------------ Date: Fri, 14 Jun 2002 12:14:01 -0500 To: "KR Builders List \(E-mail\)" From: "Larry A. Capps" Subject: Aeropoxy Message-ID: <005301c213c6$e10ca5b0$0600a8c0@schpankme> If you expose hardener to various elements (Oxygen, Water, Carbon Dioxide, Metals) it will change colors. Molecules can defuse inside containers over long periods of time, it only takes a few parts per million (ppm) of these contaminants to effect the color. Even exposure to sunlight (UV) will cause hardener turn brownish red. Do to the chemical make up of hardener, most will have an ammonia smell, seldom will this mean the hardeners going through some kind of chemical change. Except for the red color and smell, there is nothing wrong with using this hardener to build with. If you feel uncomfortable using it on structural components, DON'T throw it away, use it to make fairings, wheel pants, hatch covers, micro fillets etc. If you have an unopened container of hardener, I'd call the Aeropoxy folks; they might tell you a different scenario, they have their business agenda - selling fresh batches - then again they may exchange your hardener no questions asked. Larry A. Capps Naperville, IL -----Original Message----- Has anyone using AeroPoxy, noticed a red substance around the cap of the hardener? ------------------------------ Date: Fri, 14 Jun 2002 10:57:29 -0700 To: "KR Builders List \(E-mail\)" , From: "Ron Eason" Subject: Re: KR> Aeropoxy Message-Id: <200206141057.AA637796464@jrl-engineering.com> Good advice Larry, I have experienced thr same but continue to use the material. I find that humidity effects it the most, being here in Missouri. Heating the material to 90 deg +- helps. KRRon ---------- Original Message ---------------------------------- From: "Larry A. Capps" Reply-To: Date: Fri, 14 Jun 2002 12:14:01 -0500 >If you expose hardener to various elements (Oxygen, Water, Carbon Dioxide, >Metals) it will change colors. Molecules can defuse inside containers over >long periods of time, it only takes a few parts per million (ppm) of these >contaminants to effect the color. Even exposure to sunlight (UV) will cause >hardener turn brownish red. > >Do to the chemical make up of hardener, most will have an ammonia smell, >seldom will this mean the hardeners going through some kind of chemical >change. Except for the red color and smell, there is nothing wrong with >using this hardener to build with. If you feel uncomfortable using it on >structural components, DON'T throw it away, use it to make fairings, wheel >pants, hatch covers, micro fillets etc. > >If you have an unopened container of hardener, I'd call the Aeropoxy folks; >they might tell you a different scenario, they have their business agenda - >selling fresh batches - then again they may exchange your hardener no >questions asked. > >Larry A. Capps >Naperville, IL > > > >-----Original Message----- >Has anyone using AeroPoxy, noticed a red substance around the cap of the >hardener? > > >--------------------------------------------------------------------- >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/ >and at http://www.bouyea.net/ for the older ones > > ------------------------------ Date: Fri, 14 Jun 2002 14:03:31 -0400 To: krnet@mailinglists.org From: Ron Thomas Subject: Re: KR> Aeropoxy Message-ID: <3D0A2FF3.A56538E3@mindspring.com> Just for information. Anyone haveing a jug of muratic acid on hand for any reason, do not srore it inside any type building. Sealed or not it will cause most any metal objects in the room with it to rust. If possiable store it outside and of course away from access to childern or any-one that may not know what is in the container. A well marked 5 gal. paint bucket (with lid) is the way to go. ------------------------------ Date: Thu, 13 Jun 2002 23:45:55 -0300 To: krnet@mailinglists.org From: "joaquim" Subject: About KR Kit... Message-ID: <000c01c2134d$9cc10460$a6b6c0c8@joaquim> ------=_NextPart_000_0009_01C21334.75C0EC40 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi there, Here in my country is very hard to find parts in order to built a good = KR so I've been thinking in buy a complete KR kit including premolded = Wing Skins . Does it worth? Is the KR kit from RR good enough? How = long it will take to be assembled? Best regards. Joaquim ------=_NextPart_000_0009_01C21334.75C0EC40-- ------------------------------ Date: Fri, 14 Jun 2002 08:10:08 -0400 To: joca@softhome.net From: virgnvs@juno.com Cc: krnet@mailinglists.org Subject: Re: KR> About KR Kit... Message-ID: <20020614.081148.-387769.0.virgnvs@juno.com> It is sure worth it, Wing skins also, Virg On Thu, 13 Jun 2002 23:45:55 -0300 "joaquim" writes: > Hi there, > Here in my country is very hard to find parts in order to built a > good KR so I've been thinking in buy a complete KR kit including > premolded Wing Skins . Does it worth? Is the KR kit from RR good > enough? How long it will take to be assembled? > Best regards. > Joaquim > ------------------------------ Date: Fri, 14 Jun 2002 08:27:36 -0700 To: , From: "Dave and Tina Goodman" Cc: Subject: Re: KR> About KR Kit... Message-ID: <000a01c213b8$03d20180$9944a6d1@oemcomputer> Joaquim, I purchased the turtledecks, canopy and its frame, and nose from Rand Robinson. I would have to say the quality was good, through the instructions were terrible. Buying parts from Rand Robinson will save you time, IF YOU DO NOT DEVIATE FROM THE PLANS! For many, this is not acceptable. If you want to make your fuselage wider, or longer, or change some major part of the kit you may not be able to use the parts. I would recommend you build your own wings. It will take more time, but will save you quite a lot of money. Take a look at the web pages of Mark Langford for ideas on maybe changing the airfoil to the new one. This will not make your building take any longer, and may give you an increase in performance that is well worth the change. If you have to build wings anyway, why not go with something that is better? Feel free to write me off the krnet with questions. I am not done with my plane yet, but I have only to skin one wing and install the engine to be done. Getting there is half the fun! Respectfully, Dave "Zipper" Goodman zipperts@whidbey.net ----- Original Message ----- From: To: Cc: Sent: Friday, June 14, 2002 5:10 AM Subject: Re: KR> About KR Kit... > It is sure worth it, Wing skins also, Virg > > On Thu, 13 Jun 2002 23:45:55 -0300 "joaquim" writes: > > Hi there, > > Here in my country is very hard to find parts in order to built a > > good KR so I've been thinking in buy a complete KR kit including > > premolded Wing Skins . Does it worth? Is the KR kit from RR good > > enough? How long it will take to be assembled? > > Best regards. > > Joaquim > > > > --------------------------------------------------------------------- > 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/ > and at http://www.bouyea.net/ for the older ones > > > ------------------------------ Date: Fri, 14 Jun 2002 10:40:44 -0500 To: "KR Builders List \(E-mail\)" From: "Larry A. Capps" Cc: "'Dave and Tina Goodman'" Subject: About KR Kit... Message-ID: <003f01c213b9$d963d070$0600a8c0@schpankme> Another nice feature of buying the turtledeck / canopy / frame - from RR, they only weight 25lbs ready to install! Regards, Larry A. Capps Naperville, IL -----Original Message----- I purchased the turtledecks, canopy and its frame, and nose from Rand Robinson. I would have to say the quality was good, through the instructions were terrible. ------------------------------ Date: Fri, 14 Jun 2002 18:16:20 +0100 To: "norm-ruth" From: "macwood" Cc: Subject: tail spring Message-ID: <000501c213c7$5589a960$8fde403e@tinypc> ------=_NextPart_000_0001_01C213CF.959DCCE0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0002_01C213CF.959DCCE0" ------=_NextPart_001_0002_01C213CF.959DCCE0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Heres one I made out of a panel van rear spring- cost about 10 dollars = from a scrap yard. = Regards Mac ------=_NextPart_001_0002_01C213CF.959DCCE0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Heres one I made out of a panel van = rear=20 spring-   cost about 10 dollars from a scrap yard.   =             =    =20             =    =20             =    =20             =    =20 Regards    Mac
------=_NextPart_001_0002_01C213CF.959DCCE0-- ------=_NextPart_000_0001_01C213CF.959DCCE0-- ------------------------------ Date: Fri, 14 Jun 2002 13:00:32 -0500 To: krnet@mailinglists.org From: "Oscar Zuniga" Cc: sqrlnet@yahoogroups.com Subject: barbeque- off topic Message-ID: Howdy, folks; since it's Friday, I just can't resist pasting this clip from the Pietenpol list, to show how they did barbeque at the fly-in at Midway Airport two weekends ago: >We got a lot of good hanger flying done and then decided to do lunch. >The charcoal would not light, so one Piet guy (didn't catch his name) >helped me to accelerate things with a bit of 100LL. With a cup of gas >and a propane torch, we ducked behind the side of the grill and reached >in with the torch, whoosh-bang! Not an approved maneuver, but we >managed to get it started quite nicely. It's amazing how great a >charred hotdog on a mashed bun tastes when you've got good company. Oscar Zuniga San Antonio, TX _________________________________________________________________ Chat with friends online, try MSN Messenger: http://messenger.msn.com ------------------------------ Date: Fri, 14 Jun 2002 15:08:02 -0400 To: krnet@mailinglists.org From: "Dana Overall" Subject: It's Friday.......... Message-ID: My wings are here!! The spar box is 15'5", the rib box is 8'. I had ABF deliver the crates to a client who owns a sheet metal shop. The freight was cheaper that way. I haul them to the house. Weight is 395lbs. total but each box is easily handled by two people. The second pic shows what I found when I opened the boxes. Off to the shop to inventory for the evening. Check out those spars........beautiful:-) KR.........it's got fiberglass wingtips in the rib box:-) http://rvflying.tripod.com//sitebuildercontent/sitebuilderpictures/wings1.jpg http://rvflying.tripod.com//sitebuildercontent/sitebuilderpictures/wings2.jpg Dana Overall Richmond, KY 1999 & 2000 National KR Gathering host http://rvflying.tripod.com _________________________________________________________________ MSN Photos is the easiest way to share and print your photos: http://photos.msn.com/support/worldwide.aspx ------------------------------ Date: Fri, 14 Jun 2002 13:15:28 -0700 To: "kr" From: "Bob Sauer" Subject: Shorter Wing Message-ID: <002901c213e0$59a0aee0$2f96bbd0@home> ------=_NextPart_000_0026_01C213A5.8D99E580 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Would like to hear some comment on using the standard plans wing on a = KR2S without the 20" extension. Seems I have read on the krnet that = someone is flying a KR like that. I calculate about 8.5 square feet of = less wing. Bob Sauer Las Vegas ------=_NextPart_000_0026_01C213A5.8D99E580-- ------------------------------ Date: Fri, 14 Jun 2002 13:11:52 -0700 To: "kr" From: "BSHADR" Subject: DFly Canopy 4Sale Message-ID: <000c01c213df$b9584600$d7e47e18@RMS> Folks: Better be quick if it fits your needs...it will not be around for more than a few hours: Mom ~~~~~~~~~~~~~~~~~~~~~~~ For Sale: New Dragonfly canopy with light tint, boxed and ready to ship. Located in Kelowna, B.C. Canada. $200 canadian. email klettke@telus.net ------------------------------ Date: Fri, 14 Jun 2002 17:08:54 -0400 To: krnet@mailinglists.org From: Tom Crawford Subject: Sterba prop for sale Message-ID: <3D0A5B66.169D@ufl.edu> I have a Sterba 54" dia. by 48" pitch prop that I no longer need. It is in very good condition. Make offer. -- Tom Crawford Gainesville, FL N262TC Sold N???TC Fuse Mailto:toys@ufl.edu ------------------------------ Date: Fri, 14 Jun 2002 17:51:33 -0400 To: Mark Langford From: chris gardiner Cc: krnet@mailinglists.org Subject: Re: KR> Mark L - wings Message-ID: <3D0A6565.7010809@attcanada.ca> --------------030603000305080102000001 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Just a comment on this subject .... I have now flown off the 25 hrs test period on my KR2S with the long wings and "Nemesis style" wing tips. The total span is probably 16" more ( 8" per side) than the stock 2S wings because of the tips.My spars are full length spruce with no foam extentions (.. didn't like the look of that mod). On Sunday I finally got up enough courage to do some stall testing . Would you believe 40-45 mph IAS with flaps up ! ( confirmed with GPS) . This is at 980 lbs or so.The break was a gentle pitch down with no adverse tendencies and wing drop. I am very pleased with the slow speed handling of this plane and recommend the full span wings to any low time pilots ( like me) concerned about high stall speeds. Cruise is about 120 mph at 2600 rpm ( 16" MAP) and full power is about 140 mph IAS at 3000 ft. Not the fastest KR out there by far but fine for my Sunday breakfast flyin crowd. All this on 3-3.5 US gallons per hour ( 2180 VW with 54D x 48 pitch prop). My long wings and high empty weight are probably the limiting factors to the curent performance numbers. Hope this helps someone to decide on what type of KR is best for their flying style. Regards A" satisfied" KR owner /builder Chris Gardiner C-GKRZ Mark Langford wrote: >Bill Clapp wrote: > >>>Mark - I noticed that you did not incorporate wing extensions(foam) on >>> >your wings but left them standard KR2 length. Reasons? Would the wing >extensions help because of running the Corvair - better climb and cruise >speeds due to less loading - or is there more drag? Have you researched >winglets or modified tips at all in your wing changes?<< > >I'm ditching the extensions mainly to raise the wing loading to smooth the >ride at high speed. With over 130 horsepower in the nose, I don't think I'm >going to have problems with climb speed. I'll play around with longer >wingtips and other stuff later, after I'm flying, and time is not so >precious... > >Mark Langford, Huntsville, Alabama >mailto:langford@hiwaay.net >see KR2S project N56ML at http://home.hiwaay.net/~langford > > > >---------------------------------------------------- >----------------- >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/ >and at http://www.bouyea.net/ for the older ones > > > --------------030603000305080102000001-- ------------------------------ End of krnet Digest ***********************************