From: To: Subject: KRnet Digest, Vol 146, Issue 1 Date: Tuesday, September 02, 2003 6:49 AM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. RE: assembly plant (Aggie lewanda) 2. Re: electrical tape 3. Virus (Bob Sauer) 4. Busy KR weekend (Brian Kraut) 5. Re: Virus 6. electrical tape (larry flesner) 7. First flight impressions (Brian Kraut) 8. VW/Zenith carb (Brian Kraut) 9. Re: VW/Zenith carb (Barry Kruyssen) 10. VW/Zenith carb (Brian Kraut) 11. Re: electrical tape (Mark Youkey) 12. Re: "KR2- A Critical Design Review" (Justin) 13. Winglets (JIM VANCE) 14. (no subject) 15. Electrical Tape ..... et al (Dan Heath) 16. Mr. Locker (Dana Overall) 17. Re: aileron response 18. Re: (no subject) (Justin) ---------------------------------------------------------------------- Date: Mon, 1 Sep 2003 19:04:23 -0700 (PDT) From: Aggie lewanda To: serge.vidal@ate-international.com, KR builders and pilots Subject: RE: KR>assembly plant Message-ID: <20030902020423.10613.qmail@web40311.mail.yahoo.com> In-Reply-To: <000301c370ae$11408f90$2c0101c0@ate.com> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Precedence: list Message: 1 Dear Gen. Locker, I like to assume that folks are honest and sincere at least until I have evidence (much less proof) to the contrary. Several folks are building variations on the KR-2S that will be powered with 6 cylinder Corvair engines rather than the 4 cylinder VW. They are using the 110 H.P. (in the auto) version. Check out the Corvaircraft group for more info on the engine. With a more powerful engine, you should be able to make modest increases in the size of the airframe. After all, that's why it is called "Experimental" aviation. Naturally, if you make major departures from the proven KR-2 or KR-2S parameters, then, you are indeed experimenting. It would be prudent to carefully consider a whole range of aerodynamic factors. Common sense would be to build one prototype and test it extensively as you make the modifications before jumping directly into mass production. I do agree with others on the list, if you want an aircraft that operates above 14,000 feet, has oxygen and IFR capability, it is very probable that you might want to look into a larger aircraft with a higher gross weight and designed for more power than a VW engine. Give the Vision a look. It is a different type of construction but but seems some larger than the KR series. Like them, it is designed with economy in mind. As for mass producing anything and shipping it into the US you will run into lots of red tape. How will your aircraft qualify as 51% built by the owner? If the alternative is to have the aircraft finished and sold intact, does it need to be certified? Sounds like you have a very rough conception of a possible ideal for a business venture rather than a carefully researched business plan. That is absolutely OK but it will take a lot of research and study to determine if the whole ideal is viable. I happen to think anything that expands aviation and places more affordable aircraft in reach of ordinary folks of more modest economic means is fantastic...as long as it is done safely and by honest business practices. Good luck. Semper Fi. Dean Allen agate12@yahoo.com __________________________________ Do you Yahoo!? Yahoo! SiteBuilder - Free, easy-to-use web site design software http://sitebuilder.yahoo.com ------------------------------ Date: Mon, 1 Sep 2003 22:56:19 EDT From: JSMONDAY@aol.com To: krnet@mylist.net Subject: Re: KR>electrical tape Message-ID: <7e.3d679b8c.2c8560d3@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 2 Wait until you discover pvc pipe tape in 2" widths! if you haven't already.. just about as flexible and bendable. It is used to protect galvanized and other pipes from corrosion or sunlight! can be found at irrigation supply houses. Thanks, John Monday Laguna Beach ------------------------------ Date: Mon, 1 Sep 2003 20:04:32 -0700 From: "Bob Sauer" To: "kr" Subject: KR>Virus Message-ID: <008101c370fe$ef0b38c0$fe393818@ph.cox.net> Content-Type: text/plain; charset="Windows-1252" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 3 Is anyone receiving an e-mail from john and elaine roffey claiming they = have a virus in their address book that norton or mccaffery cannot catch = and to use their easy process to eliminate it. It is called jdbgmgr.exe = ???????? From flykr2s@wi.rr.com Mon Sep 01 20:09:19 2003 Received: from ms-smtp-01.rdc-kc.rr.com ([24.94.166.115]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 19u1Xe-000J96-00 for krnet@mylist.net; Mon, 01 Sep 2003 20:09:19 -0700 Received: from mark (CPE-65-31-89-55.wi.rr.com [65.31.89.55]) by ms-smtp-01.rdc-kc.rr.com (8.12.8p1/8.12.7) with SMTP id h823B02c022004 for ; Mon, 1 Sep 2003 22:11:02 -0500 (CDT) Message-ID: <00dc01c37100$917357e0$6401a8c0@wi.rr.com> From: "Mark Jones" To: "KR builders and pilots" References: <008101c370fe$ef0b38c0$fe393818@ph.cox.net> Subject: Re: KR>Virus Date: Mon, 1 Sep 2003 22:16:14 -0500 MIME-Version: 1.0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 X-Virus-Scanned: Symantec AntiVirus Scan Engine X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: This is a hoax...it has circulated many times before. They want you to delete the file which is actually a systems operating file in your computer. If you delete it...you will have problems. 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: "Bob Sauer" To: "kr" Sent: Monday, September 01, 2003 10:04 PM Subject: KR>Virus Is anyone receiving an e-mail from john and elaine roffey claiming they have a virus in their address book that norton or mccaffery cannot catch and to use their easy process to eliminate it. It is called jdbgmgr.exe ???????? _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Mon, 1 Sep 2003 20:28:53 -0400 (GMT) From: Brian Kraut To: krnet@mylist.net Subject: KR>Busy KR weekend Message-ID: <4798738.1062473257154.JavaMail.nobody@grover.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 4 At long last my KR is at the airport. Mark, you can move the link for my site from "KRs Under Construction" to the highly coveted "Completed KRs" listing. I will have new pictures on my site as soon as I get a chance to update it. I believe the KR is actually smiling now that it is around other planes. Initial taxi tests have been very good. I am very happy that I decided to put on the Matco tailwheel. It taxies around easier than any other plane I have taxied. The Matco wheel also comes unlocked on a turn with a little differential braking so you can spin it right around if you want to. Visibility is pretty good. I can lean to the left and right and see nearly straight in front of me. I can also lean forward and see down the taxiway directly in front, another benefit of the taller Matco wheel and the bent leaf springs. I have the Great Plains hydraulic brakes. I found out that they will not hold the plane at a full power runup and they are less effective at stopping the plane than what I am used to. Some of this may be due to them not being broken in yet. I have also heard that you don't want brakes that are too effective to keep you from nosing over. I could stop a lot faster if I really had to, but the brakes are on the rudder pedals and I don't want to pus too hard and break the rudder horns. I did figure out that a canopy that can be locked partially opened is essential in Florida in the summer. That is going to be one of my first at the airport mods. That bubbles is not a greenhouse, it is a sauna. My plane has foam between the stringers and one thin layer of glass from the firewall to the seat back. I have some light weight automotive upholstery on the inside also. This makes it very quiet inside compared to another KR I was in. I would highly recomend this to everyone else. It probably only adds two pounds to the weight. It should also help a lot keeping the plane warm on a cold day, not to mention that it looks good. I did have a minor problem Saturday when the engine died at the end of the runway after a medium speed taxi run. I didn't quite have the idle mixture or speed adjusted right and the engine died when I pulled the power to idle. Since my battery sat dead for a long time it was on its last legs and wouldn't restart the engine when it was hot. I killed the battery and had to pull the plane all the way back from the end of a 2,500' runway. Luckily, the KR pulls fairly easily. I have put in a new battery and adjusted the idle mixture and speed and everything is fine now. I have more to ramble on, but will change topic tags. Many thanks to fellow KR Netter Art Bruce for helping me get the plane to the airport and putting on the wings. ------------------------------ Date: Mon, 1 Sep 2003 23:34:07 EDT From: ECLarsen81@aol.com To: krnet@mylist.net Subject: Re: KR>Virus Message-ID: Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 5 Virus hoax involving jdbgmgr.exe file. A new hoax hit the streets in mid-April. It comes in a form of an e-mail urging the recipient ... In a message dated 9/1/2003 11:04:42 PM Eastern Daylight Time, resauer@cox.net writes: << Is anyone receiving an e-mail from john and elaine roffey claiming they have a virus in their address book that norton or mccaffery cannot catch and to use their easy process to eliminate it. It is called jdbgmgr.exe ???????? >> ------------------------------ Date: Mon, 01 Sep 2003 22:52:45 -0500 From: larry flesner To: KR builders and pilots Subject: KR>electrical tape Message-ID: <3.0.6.32.20030901225245.0080a6c0@pop.midwest.net> In-Reply-To: <03f601c370f1$76023030$1202a8c0@basement> Content-Type: text/plain; charset="us-ascii" MIME-Version: 1.0 Precedence: list Message: 6 >Electrical tape will follow complex curves, and will even bend around >corners. I just finished adding a lip around my canopy where it meets the >aft deck, and one piece of electrical tape masked the deck and folded down >between deck and canopy without so much as a wrinkle. It also has no texture >like duct tape does, and comes in 2" and 3" widths. >Mark Langford, Huntsville, AL ++++++++++++++++++++++++++++++++++++++++++++++++++++ The secret, which doesn't take long to learn, is knowing just how much to stretch it so it will follow curves without a wrinkle. I taped all the glass on my KR with electrical tape. If you have inspection panels and fairings that need to be "feathered" to the structure just tape the edges, front and back, with a single piece of tape. After the fill is ready to sand just sand until you hit the tape with the sander. The only problem is that you make joints so tight that you don't have room for paint. Don't ask me how I know. Larry Flesner ------------------------------ Date: Mon, 1 Sep 2003 21:09:35 -0400 (GMT) From: Brian Kraut To: krnet@mylist.net Subject: KR>First flight impressions Message-ID: <6353696.1062475708242.JavaMail.nobody@grover.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 7 Aside from bringing my plane to the airport, I had a doubly good weekend by getting a ride in another KR. Here are my first KR flight impressions. Conditions Empty weight 526 pounds Fuel (appx) 66 pounds Pilot and passenger 344 pounds Total weight 936 pounds Temperature (appx) 90 degrees Weather sunny with scattered clouds at 1,500' Engine He said it was the next size smaller than my 2180 VW, I think that is 1936cc or somewhere thereabouts? My experience About 150 hours total, about 4 in a Citabria and the rest about 50/50 in Warriors and 150/152s My comments on takeoff and landing would not be accurate for most KRs because this one had a tailwheel problem and I did not do the takeoff or landing. Climbout was performed by the owner of the KR. He didn't have a VSI and only had a one hand altimiter so I really don't know how fast we were climbing, but I would guestimate it at about 500' per minute at around 100 mph. That was pretty impressive since we were near gross weight. After all I have read about pitch sensitivity I was really expecting to have my hands full, but I took the controls at 1,000' and had absolutely no problems controlling the plane. I did about three oscillations worth of porpoising, then I just stopped moving the stick and it straightened right out. I don't thing the KR has a tendency to porpoise, I think people have a tendency to fight it and overcontrol instead of just letting the plane settle down. Other than that one brief instant, pitch control seemed fine, and this was a KR with a very short stick. Aileron and rudder control were a little more responsive than other planes I have flown, but they felt perfectly fine. All in all, this highly loaded KR was no harder to fly than a 152 or a Cherokee and it wasn't even an S. I have a feeling that the horror stories you hear about pitch sensitivity come from people who have their C.G. too far aft. It just really wasn't an issue on my flight. The plane was well manared and a delight to fly. The owner of the plane did the approach and landing. He turned base just after passing the end of the runway and we landed right near the threshold with no flaps, no speed brake, and no slip. There didn't seem to be any tendency to float at all on the landing. It would probably be different with only one person in the plane. We flew final at 70 mph and he said that was about 10 faster than he does by himself. Other people have told me that if I get some tailwheel training I should have no problems doing the test flight myself even with my lack of experience in something similar to a KR. I finally believe that. ------------------------------ Date: Mon, 1 Sep 2003 21:19:20 -0400 (GMT) From: Brian Kraut To: krnet@mylist.net Subject: KR>VW/Zenith carb Message-ID: <352059.1062476285339.JavaMail.nobody@grover.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 8 I have been doing a lot of engine adjustments and running on the ground this weekend. I have a 2180 VW with a single mag and a Zenith carb. I believe that I have the idle and running mixture set correctly, but I am having a problem when I advance the throttle fast. If I push in the throttle slowly (three to four seconds from idle to full speed) everything is fine. If I go any faster than that it will start to cough and it will die if I do it fast enough. I had never seen this problem before on this or any other aircraft engine. This may just be because I always advance the throttle smoothly and slowly and this was the first time I have tried ramming it in. This may be normal for a plane without an accelerator pump. I tried adjusting the idle mixture richer and leaner, but it doesn't really seem to affect the way it reacts to a fast throttle movement. Can anyone else with this engine and throttle combination comment on this? ------------------------------ Date: Tue, 02 Sep 2003 14:22:55 +1000 From: Barry Kruyssen To: KR builders and pilots Subject: Re: KR>VW/Zenith carb Message-ID: <00b301c37109$e4182da0$0300a8c0@t1w419> References: <352059.1062476285339.JavaMail.nobody@grover.psp.pas.earthlink.net> Content-Type: text/plain; charset=iso-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: 7BIT Precedence: list Message: 9 Having zero to with aircraft but having used Zenith carbs on racing motor bikes I'd say the float level was too low. (this is assuming that the aviation zenith carb has a float, if not then the fuel pressure could be too low) Regards Barry Kruyssen kr2@bigpond.com Australia ----- Original Message ----- From: "Brian Kraut" To: Sent: Tuesday, September 02, 2003 11:19 AM Subject: KR>VW/Zenith carb > I have been doing a lot of engine adjustments and running on the ground this weekend. I have a 2180 VW with a single mag and a Zenith carb. I believe that I have the idle and running mixture set correctly, but I am having a problem when I advance the throttle fast. If I push in the throttle slowly (three to four seconds from idle to full speed) everything is fine. If I go any faster than that it will start to cough and it will die if I do it fast enough. > > I had never seen this problem before on this or any other aircraft engine. This may just be because I always advance the throttle smoothly and slowly and this was the first time I have tried ramming it in. This may be normal for a plane without an accelerator pump. I tried adjusting the idle mixture richer and leaner, but it doesn't really seem to affect the way it reacts to a fast throttle movement. > > Can anyone else with this engine and throttle combination comment on this? > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Mon, 1 Sep 2003 21:45:19 -0400 (GMT) From: Brian Kraut To: barryk@tpg.com.au Cc: krnet@mylist.net Subject: KR>VW/Zenith carb Message-ID: <6452153.1062477837088.JavaMail.nobody@grover.psp.pas.earthlink.net> Content-Type: text/plain; charset=us-ascii MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 10 Thanks. I do have a tailwheel so my carb is pointing up at about a ten degree angle when I am on the ground. I guess that would make a pretty significant difference in my float level. My fuel flow is two to three times what the engine needs at full power, but the fuel pressure will also increase at a level attitude. Sounds like I need to put a bucket under the tailwheel, tie it down, and do another runup. Anyone else seen this problem on a taildragger? Having zero to with aircraft but having used Zenith carbs on racing motor bikes I'd say the float level was too low. (this is assuming that the aviation zenith carb has a float, if not then the fuel pressure could be too low) Regards Barry Kruyssen kr2@bigpond.com Australia ----- Original Message ----- From: "Brian Kraut" To: Sent: Tuesday, September 02, 2003 11:19 AM Subject: KR>VW/Zenith carb > I have been doing a lot of engine adjustments and running on the ground this weekend. I have a 2180 VW with a single mag and a Zenith carb. I believe that I have the idle and running mixture set correctly, but I am having a problem when I advance the throttle fast. If I push in the throttle slowly (three to four seconds from idle to full speed) everything is fine. If I go any faster than that it will start to cough and it will die if I do it fast enough. > > I had never seen this problem before on this or any other aircraft engine. This may just be because I always advance the throttle smoothly and slowly and this was the first time I have tried ramming it in. This may be normal for a plane without an accelerator pump. I tried adjusting the idle mixture richer and leaner, but it doesn't really seem to affect the way it reacts to a fast throttle movement. > > Can anyone else with this engine and throttle combination comment on this? > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Mon, 1 Sep 2003 23:57:05 -0500 From: "Mark Youkey" To: "KR builders and pilots" Subject: Re: KR>electrical tape Message-ID: <004901c3710e$a815d5f0$7e7e0c44@blah> References: <03f601c370f1$76023030$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 11 Netters, I just found an Adhesive Remover Pen, made by Scotch. I bought it at Walgreens for about 3 bucks. I used it very successfully to remove the residue from some stickers on some wood furniture and a closet door. The label says that it is pH neutral, citrus based, but may attack some plastics. It worked great on the wood...removed the goo, and left the wood looking great. I used it like a marker...."wrote" all over the residue, then just wiped it off with a paper towel. Sure beats other methods that I've tried! It may be worth a try if you have that nasty duct tape residue, or something similar. Of course, an ounce of prevention is worth a pound of cure. Mark Youkey myoukey@cox.net Oklahoma City ----- Original Message ----- From: "Mark Langford" To: "KR builders and pilots" Sent: Monday, September 01, 2003 8:28 PM Subject: KR>electrical tape > NetHeads, > > I just thought I'd throw something out there about what's become my favorite > non-stick tape, electrical. Don Reid was the first guy I remember > mentioning how good this stuff was, in reference to masking off the canopy > while making the frame. I used duct tape originally, and upon removal, the > sticky mess was quite an ordeal to contend with. Although I usually use > lacquer thinner to deal with such stuff (as well as epoxy cleanup), I was > afraid it would etch or craze the plexiglas, so I used denatured alcohol > instead. But then I remasked parts of it with electrical tape, and I just > love the stuff. > > Electrical tape will follow complex curves, and will even bend around > corners. I just finished adding a lip around my canopy where it meets the > aft deck, and one piece of electrical tape masked the deck and folded down > between deck and canopy without so much as a wrinkle. It also has no texture > like duct tape does, and comes in 2" and 3" widths. > > Packing tape is good if you need something ultra thin, but it doesn't > stretch so it can't follow curves, and it's bad about wrinkling. Harbor > freight sells some fine electrical tape for something like 50 centers a > roll, so it's not as ridiculous as it sounds... > > Mark Langford, Huntsville, AL > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 2 Sep 2003 13:04:44 -0500 From: "Justin" To: "KR builders and pilots" Subject: Re: KR>"KR2- A Critical Design Review" Message-ID: <001401c3717c$b07cfb10$d1d91818@computer> References: <03b301c370b7$4a3ccad0$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 12 Has any kind of "critical design review" been done for the KR2S. The KR2S seems to be the one that has done something about alot of the KR2's problems with what people wanted out of the plane. Justin N116JW www.geocities.com/attngrabber14/Home ----- Original Message ----- From: "Mark Langford" To: "KR builders and pilots" Sent: Monday, September 01, 2003 1:31 PM Subject: KR>"KR2- A Critical Design Review" > "KR2, a Critical Design Review", was written by Neil Bingham. Larry Capps > retyped the whole thing into a Word document, so I've updated my web page > with an html version that's a lot easier to read, thanks to him. It's at > http://home.hiwaay.net/~langford/neilb.html . > > Mark Langford, Huntsville, AL > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Tue, 2 Sep 2003 17:08:15 -0500 From: "JIM VANCE" To: "krnet" Subject: KR>Winglets Message-ID: <007e01c3719e$b6072980$0300a8c0@oemcomputer> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 13 The winglets were developed by Learjet in the 1970's. The early = Learjets had almost straight wings. They were looking as swept wings as = a means of increasing their efficient high mach cruise numbers. Swept wings at high speeds tend to have the air turn and slide down the = wing instead of flowing straight over it. This is why there were spill = fences and other gadgets tried to reduce this. The winglets did a good = job: the air tended to straighten out somewhat. It provided more = airflow over the ailerons at high angles of attack, which improved low = speed aileron authority. An additional benefit that they had not anticipated was that it improved = the directional stability. If the aircraft yawed, the side loads on the = winglets would return it to neutral. I doubt if there would be any measurable benefit to add winglets to KR, = but they sure look sexy!!! Jim Vance = Vance@ClaflinWildcats.comFrom GAVINANDLOUISE@bigpond.com Tue Sep 02 02:51:04 2003 Received: from mta08bw.bigpond.com ([144.135.24.137]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 19u7oV-000Nva-00 for krnet@mylist.net; Tue, 02 Sep 2003 02:51:04 -0700 Received: from oemcomputer ([144.135.24.69]) by mta08bw.email.bigpond.com (iPlanet Messaging Server 5.2 HotFix 1.14 (built Mar 18 2003)) with SMTP id <0HKK00DXHZ8Y2V@mta08bw.email.bigpond.com> for krnet@mylist.net; Tue, 02 Sep 2003 19:48:34 +1000 (EST) Received: from bph-d2-p-78-188.tmns.net.au ([144.134.78.188]) by bwmam01.bigpond.com(MAM REL_3_3_2c 2/9538238); Tue, 02 Sep 2003 19:48:34 +0000 Date: Tue, 02 Sep 2003 19:13:49 +1000 From: Gavin Donohoe Subject: Re: KR>VW/Zenith carb To: KR builders and pilots Message-id: <000301c37137$7b458740$bc4e8690@oemcomputer> MIME-version: 1.0 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 X-Mailer: Microsoft Outlook Express 6.00.2800.1158 Content-type: text/plain; charset=iso-8859-1 Content-transfer-encoding: 7BIT X-Priority: 3 X-MSMail-priority: Normal References: <352059.1062476285339.JavaMail.nobody@grover.psp.pas.earthlink.net> X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Try the accelerator pump, it's probably not working at all. Gav ----- Original Message ----- From: "Brian Kraut" To: Sent: Tuesday, September 02, 2003 11:19 AM Subject: KR>VW/Zenith carb > I have been doing a lot of engine adjustments and running on the ground this weekend. I have a 2180 VW with a single mag and a Zenith carb. I believe that I have the idle and running mixture set correctly, but I am having a problem when I advance the throttle fast. If I push in the throttle slowly (three to four seconds from idle to full speed) everything is fine. If I go any faster than that it will start to cough and it will die if I do it fast enough. > > I had never seen this problem before on this or any other aircraft engine. This may just be because I always advance the throttle smoothly and slowly and this was the first time I have tried ramming it in. This may be normal for a plane without an accelerator pump. I tried adjusting the idle mixture richer and leaner, but it doesn't really seem to affect the way it reacts to a fast throttle movement. > > Can anyone else with this engine and throttle combination comment on this? > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 2 Sep 2003 05:55:16 EDT From: SRMAKISH@aol.com To: krnet@mylist.net Subject: KR>(no subject) Message-ID: <94.3c61735b.2c85c304@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 Hello Colin. Steve here. At that time I had a subaru 1800 cc Asian version 100 HP. The intake was the stock dual carb setup with 90 degree adapters and two zenith stromberg altitude compensating carbs from England. They came off an 850 cc , 1961 mimi cooper. (I used to have one of these before BMW ruined it). The engine ran fine for 500 hours but all this hard running (4800) rpm at cruise wore out the bottom end and a severe loss of oil pressure, The engine still ran with 10 psi. I switched to corvair with no weight penalty and same HP. I have only had this one up to 8500 feet and it ran very well with the ellison. I was in the middle of the swamp and thought I was all alone at this altitude when a delta 767 passed overhead at 10000 feet. I descended rather quickly. He was on approach to Fort Myers. Steve ------------------------------ Date: Tue, 2 Sep 2003 06:38:47 -0400 (Eastern Standard Time) From: "Dan Heath" To: "krnet@mylist.net" Subject: KR>Electrical Tape ..... et al Message-ID: <3F547337.00000D.03808@Computer> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 15 I also have used electrical tape with great success. However, it does no= t like to take sharp curves. At the auto paint supply store that I go to, they have something just like electrical tape in various widths. I got s= ome of the very thin stuff and it goes anywhere and anyway you can put it.. = I still use electrical tape where I don't have the sharp curves.=0D =0D For removing any sticky stuff, 3M makes a great sticky stuff remover and = it=20 can also be purchased at your auto paint supply store. It does not harm = any surface that I have put it on. That includes plexiglass and fiberglass. = =0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Red Oak - 2003=0D =0D See our KR at http://KR-Builder.org - Click on the pic=0D See our EAA Chapter 242 at http://EAA242.org=0D =20From DanRH@alltel.net Tue Sep 02 03:46:52 2003 Received: from mta02.alltel.net ([166.102.165.144] helo=mta02-srv.alltel.net) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 19u8gW-000OWb-00 for krnet@mylist.net; Tue, 02 Sep 2003 03:46:52 -0700 Received: from Computer ([151.213.94.185]) by mta02-srv.alltel.net with SMTP id <20030902104842.QUQC14906.mta02-srv.alltel.net@Computer> for ; Tue, 2 Sep 2003 05:48:42 -0500 MIME-Version: 1.0 Message-Id: <3F54758C.00000F.03808@Computer> Date: Tue, 2 Sep 2003 06:48:44 -0400 (Eastern Standard Time) X-Mailer: IncrediMail 2001 (2001155.2001155) From: "Dan Heath" References: <3.0.6.32.20030901194341.007c5ad0@pop.midwest.net> X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-FVER: X-CNT: ; X-Priority: 3 To: Subject: Re: KR>KR Aileron control at low speeds? Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable X-Content-Filtered-By: Mailman/MimeDel 2.1b3 X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: RE: Dropping the wing=0D =0D I noticed that on one of my first flights on my first KR. However, it wa= s the same wing as the rudder. If, while crusing along, I sharply applied one of the rudders, the wing on that side would sharply drop. Because th= at wing is effectively backing up with respect to the other wing, I guess y= ou should expect it to drop.=0D =0D One of the nice things about the KR is, that while in normal cruise, you really don't need rudder input. =0D =0D Larry,=0D =0D Did Willie say if he and his wife are coming this year?=0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Red Oak - 2003=0D =0D See our KR at http://KR-Builder.org - Click on the pic=0D See our EAA Chapter 242 at http://EAA242.org=0D =20From jfaughn@mvp.net Tue Sep 02 04:13:14 2003 Received: from mo1.socket.net ([216.106.88.132]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 19u962-000Oly-00 for krnet@mylist.net; Tue, 02 Sep 2003 04:13:14 -0700 Received: from mvp.net (virtualmail.socket.net [216.106.88.58]) by mo1.socket.net (Postfix) with ESMTP id 0334B23BC0F; Tue, 2 Sep 2003 06:15:05 -0500 (CDT) Received: from marzi ([216.106.70.65]) by mvp.net ; Tue, 02 Sep 2003 06:15:03 -0500 From: "Jim Faughn" To: , "'KR builders and pilots'" Subject: RE: KR>Projection System Date: Tue, 2 Sep 2003 06:15:53 -0500 Message-ID: <003401c37143$93a64200$41466ad8@jfaughn> MIME-Version: 1.0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 In-Reply-To: <3F53E53B.9030701@attcanada.ca> Importance: Normal X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Chris, I have someone that is driving in that will bring theirs. Thanks and I hope Owen gets done too... Jim -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of chris gardiner Sent: Monday, September 01, 2003 7:33 PM To: KR builders and pilots Subject: Re: KR>Projection System Jim , I have one that I could borrow from the office but it weighs about 8 lbs. ( guesstimate) If no one else volunteers before Red Oak ( that's driving in) , let me know and I will bring it in the plane ( sigh ... another overweight flight ) . Looking forward to seeing y'all there . Hopefully Owen gets his engine back together in time ( more stuck valve issues , same as Oshkosh ) . Cheers Chris Gardiner Jim Faughn wrote: >I will be flying up to the Gathering on Thursday weather permitting. >Problem is that I typically fly with a guitar and my clothes and now a >laptop computer. So that doesn't leave much space. Mark Langford and I >presented at Oshkosh and it occurred to both of us that most of the >people that attend the Gathering don't attend Oshkosh. So, if we could >get a projection system for the Gathering, we would be happy to hook my >laptop up to it and present our 1 hour presentation that included my >landing video at the Gathering. Does anyone have a projection system >they could bring to the Gathering????? I'm sure Steve and Linda >wouldn't mind us doing our "dog and pony show" again on Saturday >morning. > >Jim > >Jim Faughn >4323D Laclede Ave. >St. Louis, MO 63108 >(314)652-7659 >Email - sub @ for "at" jfaughn "at" socket.net >Web Site http://jfaughn.com > > >_______________________________________________ >see KRnet list details at http://www.krnet.org/instructions.html > > _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 02 Sep 2003 07:27:17 -0400 From: "Dana Overall" To: krnet@mylist.net Subject: KR>Mr. Locker Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 16 Your initial post to this KR educated list left many people shaking their heads due to some obvious lack of research on this aircraft. It was painfully obvious your enthusiasim overloaded the brain. First of all, you said you would buy "kits" from RR. There are no such things. This is a plans built aircraft whose plans, including errors, are unchanged for 30 years other than the addition of the S model. Royalities would not be an issue, liability for an aircraft built by you would be. If you are going to use premolded parts, manufactured part, final builder fabrication or simply install are all going to affect the required documents YOU must file with the FAA to verify authoritatively your compliance with the 49% rule. This documentation is much more detailed than the builders logs required by a FAA designee upon final inspection. If you, as you say, are planning on installing GPS, long range fuel tanks, transponder and ox. systems you will be into systems and way past the 49% rule for kit manufacturers and building an airplane. This is just the head of the bubble. Your question concerning an alternate wing material could have been researched by a check of the archives or a search on the internet for "fiberglass wing alternative". One of the most obvious to any builder would be to fabricate molds and vac. bag your own skins. You will find some people have used wood as an outer surface. Your questions concerning ox and instrumentation, while nice, are pie in the sky issues with the KR. Portable ox. system? Just put a bracket somewhere, like a fire ext. holder, and snap in the bottle. Better not be aft of the rear spar though. Nice questions, but simply answers if you study the airplane a little bit. Once again, I'm not flaming you but a small amount of research would have revealed too you the labor intensive nature of this airplane. Most people approach this airplane because of it's relatively inexpensive final price. This price can be varied enormously by individual builders. This airplane can be built by someone with practical common sense using tools most builders have in their shops. You will find most KR builders will not buy something they can easily construct in their garage. There are very, very, very few parts in this aircraft that cannot be fabricated in this manner. While you may get lucky and pull this off, it just appeared you put the cart before the horse and did not do your homework before speaking up in class. I am not saying it can't be done but you better come up with a business plan that will take you from A to Z. Like many people have said, "If you have money to burn, get into aviation". Dana Overall 1999 & 2000 National KR Gathering host Richmond, KY RV-7 slider/fuselage, Imron black, "Black Magic" Finish kit ordered!! Buying Instruments. Hangar flying my Dynon. http://rvflying.tripod.com do not archive _________________________________________________________________ Get MSN 8 and enjoy automatic e-mail virus protection. http://join.msn.com/?page=features/virus ------------------------------ Date: Tue, 02 Sep 2003 08:30:54 -0400 From: To: KR builders and pilots Subject: Re: KR>aileron response Message-ID: In-Reply-To: <162.25104a0a.2c850d7a@aol.com> Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 17 Steve Makish wrote. >Hi Guys, Steve Makish here. I have >had my bird to 14,500 feet I put >the engine to idle, set >the speed at 95 mph and glided back to fort Lauderdale >exec which was 70 >miles away. >Steve Steve, This is Steve, WOW I'm impressed!!!!!!!!!! With the engine at idle you effectivly got a glide of 1 mile per 200 ft. of loss in altitude. I like those numbers. Can't wait to fly mine in a few years. ------------------------------ Date: Tue, 2 Sep 2003 18:48:58 -0500 From: "Justin" To: "KR builders and pilots" Subject: Re: KR>(no subject) Message-ID: <001401c371ac$c6ede960$d1d91818@computer> References: <94.3c61735b.2c85c304@aol.com> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 18 What kind of cruise #'s did you get with the subaru and the corvair? I love the subaru engine but they just wont last long at that high RPM all day.4800 is still kind of steep but it's bardly in the power curve. The corvair allows a much nicer power deleviery down low. Justin N116JW www.geocities.com/attngrabber14/Home ----- Original Message ----- From: To: Sent: Tuesday, September 02, 2003 4:55 AM Subject: KR>(no subject) > Hello Colin. Steve here. At that time I had a subaru 1800 cc Asian version > 100 HP. The intake was the stock dual carb setup with 90 degree adapters and two > zenith stromberg altitude compensating carbs from England. They came off an > 850 cc , 1961 mimi cooper. (I used to have one of these before BMW ruined it). > The engine ran fine for 500 hours but all this hard running (4800) rpm at > cruise wore out the bottom end and a severe loss of oil pressure, The engine still > ran with 10 psi. I switched to corvair with no weight penalty and same HP. I > have only had this one up to 8500 feet and it ran very well with the ellison. > I was in the middle of the swamp and thought I was all alone at this altitude > when a delta 767 passed overhead at 10000 feet. I descended rather quickly. > He was on approach to Fort Myers. > Steve > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 146, Issue 1 *************************************