From: krnet-bounces@mylist.net on behalf of krnet-request@mylist.net Sent: Tuesday, October 14, 2003 9:51 PM To: krnet@mylist.net Subject: KRnet Digest, Vol 188, Issue 2 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. Bob Hoover/VW's (Oscar Zuniga) 2. Ground loops (Colin) 3. Re: Re: plane veers to the left hard (Dan Heath) 4. Revmaster Parts / Price (Phillip Matheson) 5. Re: Revmaster Parts / Price (Dan Heath) 6. Precession (Colin) 7. Re: vw oil leaks post flight inspection (cgardn628) 8. Re: vw oil leaks post flight inspection (Dan Heath) 9. Re: vw oil leaks post flight inspection (cgardn628) 10. Re: Bob Hoover/VW's (Brian Kraut) 11. transponder wanted (Brian Kraut) 12. Bob Hoover's web site 13. How not to land a KR (Brian Kraut) 14. higher weight landings (Brian Kraut) 15. OK Corvair dreamers check ebay (D. DuRosset) 16. Re: Re: P-factor (not KR related) ---------------------------------------------------------------------- Date: Tue, 14 Oct 2003 14:15:01 -0500 From: "Oscar Zuniga" To: krnet@mylist.net Subject: KR>Bob Hoover/VW's Message-ID: Content-Type: text/plain; format=flowed MIME-Version: 1.0 Precedence: list Message: 1 Netters; I see Bob Hoover's question and some of the replies, and anything with R.S. Hoover's name on it is like solid gold when it comes to VW's and reliable advice. I can't tell you how many hours I've spent reading Bob's "sermons" on rebuilding and operating VWs, and on life in general. Not only are his writings worth reading, they are worth actively seeking, so find his stuff and read it! And he hangs out on the Jeanie's Teenie/Teenie Two list (http://www.network54.com/Hide/Forum/40291 ). I have a binder full of his printed 'sermons', and it's a thick one because it's all good stuff. Thanks for checking in on this list, Mr. Hoover. Hope you got your question on wing spars answered. Oscar Zuniga San Antonio, TX mailto: taildrags@hotmail.com website at http://www.flysquirrel.net _________________________________________________________________ See when your friends are online with MSN Messenger 6.0. Download it now FREE! http://msnmessenger-download.com ------------------------------ Date: Tue, 14 Oct 2003 16:18:59 -0400 From: "Colin" To: "KR builders and pilots" Subject: KR>Ground loops Message-ID: <004a01c39290$671b8ab0$05462141@Beverly> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 2 Wayne,=20 Keep in mind that P-factor is not the only response the aircraft will = have. It sounds to me that what you are experiencing is what used to = happen to alot of the WWII pilots when they went from low power J3 cub = trainers, to Mustangs, and Corsairs. They did fine when starting their = takeoff roll, with full power applied, until they raised the tail. Then = the spinning blade became gyroscope and precession kicked in causing = them to uncontrollably ground loop. These aircraft actually had to = begin their takeoff roll with half power applied, and as they acquired = rudder authority, then apply full power. Tri-cycle gear aircraft do not = experience this due to the fact that they are already somewhat level = when full power is applied, and the CG is between the nose wheel and the = mains, allowing much better directional control until the rudder becomes = effective. Since the aircraft mass is very light, Newton's Law says = that very little force is required to deflect the aircraft into a new = direction. Although the design may have effective rudder control in = flight, during takeoff roll the engine torque, P-factor, and precession = will challenge you to master it. The gyro of the blade reacts 90 = degrees in the direction of rotation, from the force applied. This would = be the same reactionary problem of directional control that one of the = other KR drivers was having while performing high speed taxi tests. Due = to the precession response of the aircraft, and the fact that the CG is = behind the mains, but close to them, directional control can be touchy. = I suggest some part throttle takeoff rolls, that are followed by a = smooth application of power as rudder authority is gained. It might not = be a short field, STOL takeoff, but it will be in control with room to = spare. I fully intend to transition into my KR2 this way. I have flown = some high performance tricycle gear aircraft that will almost ground = loop, due to just P-factor and torque. Good luck!=20 Colin & Bev Rainey KR2(td) crainey1@cfl.rr.com Sanford, Florida FLY SAFE!!!!From wayne@hispeedwireless.com Tue Oct 14 13:49:22 2003 Received: from 209-234-167-3.gen.twtelecom.net ([209.234.167.3] helo=hispeedwireless.com) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1A9W6b-0009BL-00 for krnet@mylist.net; Tue, 14 Oct 2003 13:49:22 -0700 Received: from computer [209.234.167.106] by hispeedwireless.com (SMTPD32-7.10) id AE3E1F10118; Tue, 14 Oct 2003 13:36:14 -0700 Message-ID: <004801c39294$a97f1940$6701a8c0@HISPEEDWIRELESS.COM> From: "Wayne Israelsen" To: "KR builders and pilots" References: <004a01c39290$671b8ab0$05462141@Beverly> Subject: Re: KR>Ground loops Date: Tue, 14 Oct 2003 13:49:28 -0700 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.00.2615.200 X-MIMEOLE: Produced By Microsoft MimeOLE V5.00.2615.200 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: Colin thanks for taking the time to reply. Like I said before We both have tail dragger time so the concept of compensating for p factor at the transition is not new but this planes reaction is more extreme than I feel safe with. However I like the idea of trying the roll @ partial power. there is plenty of runway for a gradual application of power and if raising the tail @ partial power produces a controlable roll then maybe the problem is just a learning curve for this craft. Again thanks for your help Wayne ----- Original Message ----- From: Colin To: KR builders and pilots Sent: Tuesday, October 14, 2003 1:18 PM Subject: KR>Ground loops Wayne, Keep in mind that P-factor is not the only response the aircraft will have. It sounds to me that what you are experiencing is what used to happen to alot of the WWII pilots when they went from low power J3 cub trainers, to Mustangs, and Corsairs. They did fine when starting their takeoff roll, with full power applied, until they raised the tail. Then the spinning blade became gyroscope and precession kicked in causing them to uncontrollably ground loop. These aircraft actually had to begin their takeoff roll with half power applied, and as they acquired rudder authority, then apply full power. Tri-cycle gear aircraft do not experience this due to the fact that they are already somewhat level when full power is applied, and the CG is between the nose wheel and the mains, allowing much better directional control until the rudder becomes effective. Since the aircraft mass is very light, Newton's Law says that very little force is required to deflect the aircraft into a new direction. Although the design may have effective rudder control in flight, during takeoff roll the engine torque, P-factor, and precession will challenge you to master it. The gyro of the blade reacts 90 degrees in the direction of rotation, from the force applied. This would be the same reactionary problem of directional control that one of the other KR drivers was having while performing high speed taxi tests. Due to the precession response of the aircraft, and the fact that the CG is behind the mains, but close to them, directional control can be touchy. I suggest some part throttle takeoff rolls, that are followed by a smooth application of power as rudder authority is gained. It might not be a short field, STOL takeoff, but it will be in control with room to spare. I fully intend to transition into my KR2 this way. I have flown some high performance tricycle gear aircraft that will almost ground loop, due to just P-factor and torque. Good luck! Colin & Bev Rainey KR2(td) crainey1@cfl.rr.com Sanford, Florida FLY SAFE!!!!_______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 14 Oct 2003 18:02:32 -0400 (Eastern Standard Time) From: "Dan Heath" To: Subject: Re: KR>Re: plane veers to the left hard Message-ID: <3F8C7278.000001.00324@Computer> References: <000501c39273$642d71a0$6701a8c0@HISPEEDWIRELESS.COM> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 3 RE: J3 Pup=0D part 103 ultralight at a price he couldn't pass up he bought it. The prob= lem=0D is that when you raise the rear wheel the plane veers to the left hard=0D =0D You won't have this problem with the KR. You feel the P-factor when you apply full power, a little. It really does not change very much when th= e tail comes up. All you have to do is keep the nose pointed at the end of the runway. LOL...=0D =0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=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 =0D -------Original Message-------=0D =0D From: KR builders and pilots=0D Date: Tuesday, October 14, 2003 12:56:05 PM=0D To: KR builders and pilots=0D Subject: Re: KR>Re: P-factor (not KR related)=0D =0D Thanks Chris=0D I'll try to explain. My dad has started to be concerned that he will not=0D finish his KR2 before he loses his medical so when he came across a J3 Pu= p=0D part 103 ultralight at a price he couldn't pass up he bought it. The prob= lem=0D is that when you raise the rear wheel the plane veers to the left hard=0D enough to cause several ground loops. We have gone over every imaginable=0D cause, alignment, trimtabs, C.O.G. even relocated the placement of the ma= ins=0D acording to Tony Bs book. Still the same problem. So yesterday Dad measur= ed=0D the thrust @ each main @ full power with the tail level. He found that th= ere=0D was 30% more thrust @ the right main wheel. So my question is this about=0D normal and just a learning to fly this plane thing or should we start=0D looking @ adjusting the engine mount to compensate.=0D We have both flown tail dragers and neither of us have experianced this m= uch=0D P factor effect. It did just occurr to me that this is also the lighest=0D Conventional gear we have flown. The Original builder says this is normal= =0D and with time we should be able to"learn to fly it fine"I would rather fi= x=0D what i believe an obvious problem. Any coments would be apprecaited.=0D Thanks=0D Wayne=0D ----- Original Message -----=0D From: =0D To: =0D Sent: Tuesday, October 14, 2003 2:13 AM=0D Subject: Re: KR>Re: P-factor=0D =0D =0D > So I'm not sure what you are asking.=0D >=0D >=0D > P-Factor is an aerodynamic effect that causes propellor-driven planes >t= o=0D yaw=0D =0D =0D =0D =0D _______________________________________________=0D see KRnet list details at http://www.krnet.org/instructions.html=0D =2EFrom matheson@dodo.com.au Tue Oct 14 15:20:03 2003 Received: from 149.32.220.203.comindico.com.au ([203.220.32.149] helo=relay01.kbs.net.au) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1A9XWM-000AFk-00 for krnet@mylist.net; Tue, 14 Oct 2003 15:20:03 -0700 Received: from [203.220.151.210] (helo=StationW2k04) by relay01.kbs.net.au with smtp (Exim 3.36 #1) id 1A9XaE-0006YM-00 for krnet@mylist.net; Wed, 15 Oct 2003 08:24:03 +1000 Message-ID: <002701c392a2$1ace49b0$d297dccb@StationW2k04> From: "Phillip Matheson" To: "KR builders and pilots" References: <39.3f0b8453.2cbbb180@aol.com> Subject: Re: KR>Jabiru Engines Date: Wed, 15 Oct 2003 08:25:41 +1000 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 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: I was wondering if any one else has heard of Jabiru Aero Engines? I checked out their web site and the have an 120hp eng listed for the KR1 and KR2. I --------------------------------------- Chris have a look at the Australian VW gear reduction engine, 1800, 80HP and RG2000 100Hp but heaps more Torque and a lot cheaper. http://www.vw-engines.com/ Phillip Matheson matheson@dodo.com.ao Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ ------------------------------ Date: Wed, 15 Oct 2003 08:45:54 +1000 From: "Phillip Matheson" To: "KR builders and pilots" Subject: KR>Revmaster Parts / Price Message-ID: <009301c392a4$eda214a0$d297dccb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 4 The Revmaster web page does not have an email address. Could some kind sole over there US land close to Revmaster Aviation in Hesperia CA, call them and find me a price on a crank shaft, bearings, = Rings and gaskets. for their Revmaster engine? I would be very grateful. Phillip Matheson matheson@dodo.com.ao Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ =20 ------------------------------ Date: Tue, 14 Oct 2003 19:03:21 -0400 (Eastern Standard Time) From: "Dan Heath" To: Subject: Re: KR>Revmaster Parts / Price Message-ID: <3F8C80B9.000009.00324@Computer> References: <009301c392a4$eda214a0$d297dccb@StationW2k04> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 5 =0D Phil,=0D =0D Is your address good. I tried to send this to you, but it came back.=0D =0D =0D =0D You may contact Revmaster Aviation via the following methods:=0D Address:We welcome visitors;=0D A phone call in advance is appreciated.=0D =0D Revmaster Aviation=0D 7146 Santa Fe Avenue East=0D Hesperia, CA, 92345=0D (Located across the runway=0D from Hesperia Airport)=0D Mailing Address:Revmaster Aviation=0D PO Box 402077=0D Hesperia, CA, 92340-2077=0D Phone:760-244-3074=0D Fax:760-244-4983=0D E-mail:revinfo@revmasteraviation.com=0D =0D =0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=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 =0D =20From matheson@dodo.com.au Tue Oct 14 16:02:35 2003 Received: from 149.32.220.203.comindico.com.au ([203.220.32.149] helo=relay01.kbs.net.au) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1A9YBX-000B90-00 for krnet@mylist.net; Tue, 14 Oct 2003 16:02:35 -0700 Received: from [203.220.151.210] (helo=StationW2k04) by relay01.kbs.net.au with smtp (Exim 3.36 #1) id 1A9YFN-0000JG-00 for krnet@mylist.net; Wed, 15 Oct 2003 09:06:33 +1000 Message-ID: <00e001c392a8$0aab10d0$d297dccb@StationW2k04> From: "Phillip Matheson" To: "KR builders and pilots" References: <009301c392a4$eda214a0$d297dccb@StationW2k04> <3F8C80B9.000009.00324@Computer> Subject: Re: KR>Revmaster Parts / Price Date: Wed, 15 Oct 2003 09:08:11 +1000 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 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: Dan. Thanks I'll try them Many thanks Phillip Matheson matheson@dodo.com.ao Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ ----- Original Message ----- From: "Dan Heath" To: Sent: Wednesday, October 15, 2003 9:03 AM Subject: Re: KR>Revmaster Parts / Price Phil, Is your address good. I tried to send this to you, but it came back. You may contact Revmaster Aviation via the following methods: Address:We welcome visitors; A phone call in advance is appreciated. Revmaster Aviation 7146 Santa Fe Avenue East Hesperia, CA, 92345 (Located across the runway from Hesperia Airport) Mailing Address:Revmaster Aviation PO Box 402077 Hesperia, CA, 92340-2077 Phone:760-244-3074 Fax:760-244-4983 E-mail:revinfo@revmasteraviation.com N64KR Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our KR at http://KR-Builder.org - Click on the pic See our EAA Chapter 242 at http://EAA242.org _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 14 Oct 2003 19:18:19 -0400 From: "Colin" To: "KR builders and pilots" Subject: KR>Precession Message-ID: <002101c392a9$74c82d30$05462141@Beverly> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 6 Wayne and netters, Precession will be greater, the greater the span of the propeller. For = instance, a pilot flying a KR2 with a 48" prop will have a smaller area = of gyro, hence less of a response from the aircraft. Typically most = ultralights I have seen lean towards slower turning larger props. This = is also true of KR drivers with larger Corvair, or Continental engines, = especially if they replaced a VW engine with the larger engine, and = stepped up to a longer prop. They typically run longer props to take = advantage of the greater engine torque. This also creates a larger area = for precession to occur, and with conventional gear, when raising the = tail there effectively is a force applied to the "top" of the disc = (prop), and the reaction comes not at the 12:00 position applied, but = rather at the 3:00 position if clockwise rotation, or 9:00 position if = VW or counterclockwise rotation. P-factor effectively disappears = temporarily due to the aircraft's orientation into the relative wind is = basically straight, giving both sides of the prop, descending and = ascending, the same effective pitch. P-Factor will become more evident = on rotation/climbout as the angle of attack is changed to climb from the = level flight attitude during the takeoff run. Typically this precession = combined with the torque twisting the aircraft causing more drag on that = main tire, makes for very dramatic reactions if the aircraft is light, = and good to high horsepower engine. In my KR with VW power, the = precession at lifting the tail will cause a right turning tendency, = along with the engine torque twisting the prop and reacting opposite, = causing the right main to "dig in", also trying to turn the aircraft = right. On rotation/climbout, the torque reaction will cause a mild = rolling right, P-factor will cause a yawing right, and precession will = cause a yawing left.=20 After a few takeoff runs gradually adding power sooner, until you reach = the edge of good control, should get you to the kind of performance you = desire and takeoff technique you need, without being a hazard to = yourself or others, whether in a KR or not. Colin & Bev Rainey KR2(td) crainey1@cfl.rr.com Sanford, Florida FLY SAFE!!!!From wayne@hispeedwireless.com Tue Oct 14 16:52:02 2003 Received: from 209-234-167-3.gen.twtelecom.net ([209.234.167.3] helo=hispeedwireless.com) by lizard.esosoft.net with esmtp (Exim 3.36 #1)id 1A9YxO-000BjA-00 for krnet@mylist.net; Tue, 14 Oct 2003 16:52:02 -0700 Received: from computer [209.234.167.106] by hispeedwireless.com (SMTPD32-7.10) id A90E3610132; Tue, 14 Oct 2003 16:38:54 -0700 Message-ID: <007c01c392ae$2c220e20$6701a8c0@HISPEEDWIRELESS.COM> From: "Wayne Israelsen" To: "KR builders and pilots" References: <009301c392a4$eda214a0$d297dccb@StationW2k04> Subject: Re: KR>Revmaster Parts / Price Date: Tue, 14 Oct 2003 16:52:05 -0700 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 5.00.2615.200 X-MIMEOLE: Produced By Microsoft MimeOLE V5.00.2615.200 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: Phil Joe @ Revmaster quoted the following prices but said he could give better service with more info, serial # ,year, history ect. 2180 crank $650.00 (Ididn't know what size you needed) Bearings# 1&2 $65.00 split bearings Bearing# 3 $18.00 thrust bearing Bearing# 4 $160.00 or $180.00 for the set (seals &bearing) Timing gear $32.00 Probably don't need it Cam bearings $25.00 Gasket set $25.00 these were quoted on the phone for my freind no shipping or taxes. Hope this helps. Thanks Wayne ----- Original Message ----- From: Phillip Matheson To: KR builders and pilots Sent: Tuesday, October 14, 2003 3:45 PM Subject: KR>Revmaster Parts / Price The Revmaster web page does not have an email address. Could some kind sole over there US land close to Revmaster Aviation in Hesperia CA, call them and find me a price on a crank shaft, bearings, Rings and gaskets. for their Revmaster engine? I would be very grateful. Phillip Matheson matheson@dodo.com.ao Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 14 Oct 2003 21:22:25 -0400 From: "cgardn628" To: "KR builders and pilots" Subject: Re: KR>vw oil leaks post flight inspection Message-ID: <004d01c392ba$cab92710$6501a8c0@mdgwd52jlrmc3l> References: <000301c38e01$0f3eef00$b3d55540@jfaughn> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 7 I'm using about the same as Jim. 8 ounces ( 1 cup ) every 10 hours. Actually , it's not burning up but rather gets thrown out the breather along the belly ( in spite of the "Stay Dry" breather kit from GPAC). My engine ( 2180 GPAC) has 102 hours since new. Regards Chris Gardiner ----- Original Message ----- From: "Jim Faughn" To: "'KR builders and pilots'" Sent: Wednesday, October 08, 2003 9:02 PM Subject: RE: KR>vw oil leaks post flight inspection > I use about 1/2 quart between oil changes or every 25 hours. I have > 300 hours on my engine. > > 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 > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On > Behalf Of Flymaca711689@aol.com > Sent: Wednesday, October 08, 2003 6:05 PM > To: krnet@mylist.net > Subject: KR>vw oil leaks post flight inspection > > > they all leak all though some say different so in the real world mine > uses about 1/2 qt every 5 hrs so I think that's reasonable. How much > are you guys > loosing? or not what's normal? > for the vw convertion . > > > > > > > > > > > > > mac > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 14 Oct 2003 22:08:32 -0400 (Eastern Standard Time) From: "Dan Heath" To: Subject: Re: KR>vw oil leaks post flight inspection Message-ID: <3F8CAC20.00001D.00324@Computer> References: <004d01c392ba$cab92710$6501a8c0@mdgwd52jlrmc3l> Content-Type: Text/Plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 8 Chris,=0D =0D Have you ever tried using a collection can on the firewall filled with something to cause the foamy oil to loose the foam? I used an upside dow= n GUNK can with a vent at the top and a tube going into the top. I ran a t= ube from the breather to the can. I used the can screw lid to empty it once = in a while.=0D =0D N64KR=0D =0D Daniel R. Heath - Columbia, SC=0D =0D DanRH@KR-Builder.org=0D =0D See you in Mt. Vernon - 2004 - KR Gathering=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 =0D -------Original Message-------=0D =0D From: KR builders and pilots=0D Date: Tuesday, October 14, 2003 9:56:49 PM=0D To: KR builders and pilots=0D Subject: Re: KR>vw oil leaks post flight inspection=0D =0D I'm using about the same as Jim.=0D =0D 8 ounces ( 1 cup ) every 10 hours. Actually , it's not burning up but rat= her=0D gets thrown out the breather along the belly ( in spite of the "Stay Dry"= =0D breather kit from GPAC). My engine ( 2180 GPAC) has 102 hours since new.=0D =0D Regards=0D =0D Chris Gardiner=0D =0D =0D =0D ----- Original Message -----=0D From: "Jim Faughn" =0D To: "'KR builders and pilots'" =0D Sent: Wednesday, October 08, 2003 9:02 PM=0D Subject: RE: KR>vw oil leaks post flight inspection=0D =0D =0D > I use about 1/2 quart between oil changes or every 25 hours. I have > 300= =0D > hours on my engine.=0D >=0D > Jim=0D >=0D > Jim Faughn=0D > 4323D Laclede Ave.=0D > St. Louis, MO 63108=0D > (314)652-7659=0D > Email - sub @ for "at" jfaughn "at" socket.net=0D > Web Site http://jfaughn.com=0D >=0D > -----Original Message-----=0D > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On=0D >Behalf Of Flymaca711689@aol.com=0D > Sent: Wednesday, October 08, 2003 6:05 PM=0D > To: krnet@mylist.net=0D > Subject: KR>vw oil leaks post flight inspection=0D >=0D >=0D > they all leak all though some say different so in the real world >mine=0D uses=0D about 1/2 qt every 5 hrs so I think that's >reasonable. How much are you= =0D > guys=0D > loosing? or not what's normal?=0D > for the vw convertion .=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D >=0D > mac=0D > _______________________________________________=0D > see KRnet list details at http://www.krnet.org/instructions.html=0D >=0D >=0D > _______________________________________________=0D > see KRnet list details at http://www.krnet.org/instructions.html=0D =0D =0D _______________________________________________=0D see KRnet list details at http://www.krnet.org/instructions.html=0D =2EFrom engalt@earthlink.net Tue Oct 14 19:43:11 2003 Received: from mallard.mail.pas.earthlink.net ([207.217.120.48]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 1A9bd1-000DUq-00 for krnet@mylist.net; Tue, 14 Oct 2003 19:43:11 -0700 Received: from sdn-ap-033scfairp0116.dialsprint.net ([168.192.56.116] helo=earthlink.net) by mallard.mail.pas.earthlink.net with esmtp (Exim 3.33 #1) id 1A9bgg-0005wC-00 for krnet@mylist.net; Tue, 14 Oct 2003 19:46:58 -0700 Message-ID: <3F8CB576.5010802@earthlink.net> Date: Tue, 14 Oct 2003 22:48:22 -0400 From: Brian Kraut User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.0; en-US; rv:0.9.4) Gecko/20011019 Netscape6/6.2 X-Accept-Language: en-us MIME-Version: 1.0 To: KR builders and pilots Subject: Re: KR>insurance References: <3.0.6.32.20031012211435.007f2100@pop.midwest.net> Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit X-Content-Filtered-By: Mailman/MimeDel 2.1b3 X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: engalt@earthlink.net, KR builders and pilots List-Id: KR builders and pilots List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: That price sounds very high for liability only. I got a quote of $650 for liability with 168 total hours, ten tailwheel hours, and seven KR hours. I would think with the pacer that you probably have a lot more time than me so I would expect your time to be lower. Get a quote from the EAA and AOPA agencies also. Let them know if you have a Great Plains or other known auto engine conversion. They will give you a better rate than an unknown conversion that you could have put together from junkyard parts. larry flesner wrote: >There's a lot of information in here and the authur > >>, Scott Smith, is an agent and says that He was appionted by Jeannette >>Rand as the preferred agent for the KR2. Paden Waldren >> >+++++++++++++++++++++++++++++++++++++++++++++++++++++++= > >I've had my Tripacer insurance for 5 1/2 years through Scott "Sky" >Smith and I'm now with the third insurance company. They are great >people to work with but I recently tried to get insurance on the KR >(liability only) and they coundn't find anyone that would insure it. > >Avemco said they would give me liability for about $1000 a year. I >plan to get 3 months coverage just before my first flight (soon) and >then get a re-quote. > >I was "playing" on the runway today and bystanders said >the tail was up on one run for 50 feet or more. I couldn't even tell >it came up as it was tracking straight as an arrow and required little >if any rudder input. Something to be said for my 8 foot wide gear and >the 24 inch stretch on the fuselage. > >Larry Flesner > > > >_______________________________________________ >see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Tue, 14 Oct 2003 22:29:58 -0400 From: "cgardn628" To: "KR builders and pilots" Subject: Re: KR>vw oil leaks post flight inspection Message-ID: <00ca01c392c4$3a54ff00$6501a8c0@mdgwd52jlrmc3l> References: <004d01c392ba$cab92710$6501a8c0@mdgwd52jlrmc3l> <3F8CAC20.00001D.00324@Computer> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 9 Actually, I am planning to add something like that this winter when the flying season is done. I think there was a design in the Tony Bingelis books on that design . Must look it up. Thanks Chris Gardiner KR2S ----- Original Message ----- From: "Dan Heath" To: Sent: Tuesday, October 14, 2003 10:08 PM Subject: Re: KR>vw oil leaks post flight inspection Chris, Have you ever tried using a collection can on the firewall filled with something to cause the foamy oil to loose the foam? I used an upside down GUNK can with a vent at the top and a tube going into the top. I ran a tube from the breather to the can. I used the can screw lid to empty it once in a while. N64KR Daniel R. Heath - Columbia, SC DanRH@KR-Builder.org See you in Mt. Vernon - 2004 - KR Gathering See our KR at http://KR-Builder.org - Click on the pic See our EAA Chapter 242 at http://EAA242.org -------Original Message------- From: KR builders and pilots Date: Tuesday, October 14, 2003 9:56:49 PM To: KR builders and pilots Subject: Re: KR>vw oil leaks post flight inspection I'm using about the same as Jim. 8 ounces ( 1 cup ) every 10 hours. Actually , it's not burning up but rather gets thrown out the breather along the belly ( in spite of the "Stay Dry" breather kit from GPAC). My engine ( 2180 GPAC) has 102 hours since new. Regards Chris Gardiner ----- Original Message ----- From: "Jim Faughn" To: "'KR builders and pilots'" Sent: Wednesday, October 08, 2003 9:02 PM Subject: RE: KR>vw oil leaks post flight inspection > I use about 1/2 quart between oil changes or every 25 hours. I have > 300 hours on my engine. > > 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 > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On > Behalf Of Flymaca711689@aol.com > Sent: Wednesday, October 08, 2003 6:05 PM > To: krnet@mylist.net > Subject: KR>vw oil leaks post flight inspection > > > they all leak all though some say different so in the real world mine > uses about 1/2 qt every 5 hrs so I think that's reasonable. How much > are you guys > loosing? or not what's normal? > for the vw convertion . > > > > > > > > > > > > > mac > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html _______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ._______________________________________________ see KRnet list details at http://www.krnet.org/instructions.html ------------------------------ Date: Tue, 14 Oct 2003 23:17:00 -0400 From: Brian Kraut To: KR builders and pilots Subject: Re: KR>Bob Hoover/VW's Message-ID: <3F8CBC2C.6070705@earthlink.net> References: Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 10 Now how about someone giving his web site address? Oscar Zuniga wrote: > Netters; > > I see Bob Hoover's question and some of the replies, and anything with > R.S. Hoover's name on it is like solid gold when it comes to VW's and > reliable advice. > > I can't tell you how many hours I've spent reading Bob's "sermons" on > rebuilding and operating VWs, and on life in general. Not only are > his writings worth reading, they are worth actively seeking, so find > his stuff and read it! And he hangs out on the Jeanie's Teenie/Teenie > Two list (http://www.network54.com/Hide/Forum/40291 ). I have a > binder full of his printed 'sermons', and it's a thick one because > it's all good stuff. > > Thanks for checking in on this list, Mr. Hoover. Hope you got your > question on wing spars answered. > > Oscar Zuniga > San Antonio, TX > mailto: taildrags@hotmail.com > website at http://www.flysquirrel.net > > _________________________________________________________________ > See when your friends are online with MSN Messenger 6.0. Download it > now FREE! http://msnmessenger-download.com > > > _______________________________________________ > see KRnet list details at http://www.krnet.org/instructions.html > ------------------------------ Date: Tue, 14 Oct 2003 23:32:21 -0400 From: Brian Kraut To: KRNET Subject: KR>transponder wanted Message-ID: <3F8CBFC5.5060206@earthlink.net> Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 11 Anyone selling a used transponder for a good price? Contact me off line. engalt@earthlink.net ------------------------------ Date: Tue, 14 Oct 2003 23:51:45 EDT From: Veeduber@aol.com To: krnet@mylist.net Subject: KR>Bob Hoover's web site Message-ID: <1c1.1041983b.2cbe1e51@aol.com> Content-Type: text/plain; charset="US-ASCII" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 12 To All: I don't have a web site. Never did. Prolly save a lot of time if you go read: http://www.escribe.com/aviation/vw/m6423.html ...which I posted to the AirVW mailing list in 1999. But also... the CD is no longer available. Too many hassles. Make something easy to steal, you end up having to deal with all the idiots who don't believe copyright laws apply to them (like the folks on the T2 list). -R.S.Hoover ------------------------------ Date: Wed, 15 Oct 2003 00:10:04 -0400 From: Brian Kraut To: KRNET Subject: KR>How not to land a KR Message-ID: <3F8CC89C.10403@earthlink.net> Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 13 Well, I was told that my first landing would be perfect and then it would be 30 hours before I had another good one. I guess I lucked out because my first three were pretty good. Today I did more "bounce" and goes than when I was a student pilot. I will pass along my embarassing landings so that hopefully someone else will not make the same mistake. My previous three flights all had landings that came in on a runway that has about 1,000' of grass between the airport fence and the start of the runway. I was able to get low and slow over the fence as soon as a landing on the airport was assured and keep in some power to get me to the runway. This gave me a nice slow stable approach and I was able to chop the power and get my wheels down right at the start of the runway. Today the wind was in the opposite direction and I had the proverbial 50' trees that were 100' of the end of the runway. Even with a good headwind the best I could hope for was getting in a flare a few hundred feet down the runway and then floating another hundred feet or two. I botched the first one and came in to fast and decided to go around when it was apparent that I would be half way down the runway before I touched down. In a Cherokee it wouldn't be any problem, but in the KR I like a lot of stopping distance since I can't start braking until the tailwheel is down and the plane is definitely done flying and then I need a good distance after that since the brakes are not that effective. On the second one I was doing O.K. until the tower told me that there was a Mooney close behind me and I would need to exit the runway immediately after landing. I pulled the plug early and told them I would go around because I wouldn't be able to turn off fast and I didn't want a Mooney up my butt. I know that it was my runway and I could have made the Mooney go around, but the tower has been real patient with my taxii testing and first flights so I figured I would be accomodating this time. The third and fourth attempt were where I learned a lesson. I had been doing my landings per Jim Faughn's excellent write up on landings and raising the tailwheel right after touchdown, but on these I attempted full stall three pointers. I held the plane off as long as possible and touched down in a three pointer like I had done before, but I did a better job of holding it six inches off today and was probably only 40-45 mph when I touched down. I figured that at that speed the plane was done flying and I would be able to keep the tail down and start to brake sooner so I didn't raise the tail. I made a 1' bounce and figured no big deal I am way under stall speed now and it will come back down and stick. Wrong, the second bounce was three feet and more nose up than I care to be that close to the ground. Good news is that full power in a KR will bring you off the top of a three foot bounce at an airspeed so slow it barely registers on the ASI without any loss of altitude from the top of the bounce. Proof that a KR will fly in ground effect at speeds that you would never imagine possible and the moral to my story: Get the tail back off the ground right after you touch down and don't get lazy and put it down until you can't hold it up any more. You FLY a KR long after you are on the runway. ------------------------------ Date: Wed, 15 Oct 2003 00:27:04 -0400 From: Brian Kraut To: KRNET Subject: KR>higher weight landings Message-ID: <3F8CCC98.3050006@earthlink.net> Content-Type: text/plain; charset=us-ascii; format=flowed MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 14 I am about to start slowly adding weight to my KR during my flight testing. Can someone with more KR time than me tell me what to expect on landing as I start to get near gross weight? Is it easier to land because it doesn't want to float and bounce or is it harder because you need to come in faster and therefore float more? ------------------------------ Date: Tue, 14 Oct 2003 23:31:22 -0500 From: "D. DuRosset" To: Subject: KR>OK Corvair dreamers check ebay Message-ID: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 15 Was surfing Ebay and found this Corvair listing: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=33615&item =2437537540 Darryl DuRossette KR1 at MO1 ------------------------------ Date: Wed, 15 Oct 2003 00:54:39 -0400 From: Boeing757mech1@aol.com To: krnet@mylist.net (KR builders and pilots) Subject: Re: KR>Re: P-factor (not KR related) Message-ID: <2A125D1F.014D5D54.83FC6405@aol.com> Content-Type: text/plain; charset=iso-8859-1 MIME-Version: 1.0 Content-Transfer-Encoding: 8bit Precedence: list Message: 16 Well like in old days of large war birds that were conventional gear and high power engines, advance the thrust lever slowly. Let the aircraft pick up speed before trying to go to full power. If the aircraft wants to yaw off the runway you and you have full right rudder in it, then you're not going fast enough for your power setting. I would guess that this aircraft has a short vertical and a small rudder? Chris Theroux Gilbert, AZ ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 188, Issue 2 *************************************