From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 125 Date: 9/18/2004 8:59:36 PM 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: AN fittings and threads (FIXERJONES@aol.com) 2. Re: Vortex generators (Ray Fuenzalida) 3. Re: Engines (patrusso) 4. > tailwheel springs or not (larry flesner) 5. Pilot briefing (larry flesner) 6. RE: Pilot briefing (Jim Faughn) 7. RE: Pilot briefing (Steve Glover) 8. Tailspring (Colin & Bev Rainey) 9. Opening the envelope (Orma) 10. Ride(s) Available To Gathering and Back from STL (JSMONDAY@aol.com) 11. Re: Ride(s) Available To Gathering and Back from STL (Bernard McLean Sr) 12. RE: Pilot briefing (larry flesner) 13. Gathering / spouses (larry flesner) 14. Tailspring / tailwheel steering (larry flesner) 15. Ride(s)/ good news (larry flesner) 16. wing finish quality (Mark Langford) 17. Re: wing finish quality (VIRGIL N SALISBURY) 18. KR project for sale (Mark Jones) ---------------------------------------------------------------------- Message: 1 Date: Sat, 18 Sep 2004 00:12:12 EDT From: FIXERJONES@aol.com Subject: Re: KR> AN fittings and threads To: krnet@mylist.net Message-ID: <53.1665afe5.2e7d0f9c@aol.com> Content-Type: text/plain; charset="US-ASCII" AN , as in AN fittings refers to army/navy, a standard that was established for them in the military industry spec. there are varoius thread sizes , ase,uss,acme,npt & more! if you are using one of these thread types, a normal tap or die will do,except on precision threads, to check the threads for fit, there are go/no go thread guages to check the threads produced for proper sizing and so on. for most things, a standard tap or die will do as long as the fit is fairly good my 2 pennys worth steve jones n212kr ------------------------------ Message: 2 Date: Fri, 17 Sep 2004 21:35:53 -0700 (PDT) From: Ray Fuenzalida Subject: Re: KR> Vortex generators To: KRnet Message-ID: <20040918043553.16206.qmail@web42008.mail.yahoo.com> Content-Type: text/plain; charset=us-ascii I hope we can discuss subjects such as this at the Gathering. Is the implication that we should all have vortex generators as it may lower stall and landing speeds? Would that make flying just a little bit safer? Some of you guys out there have a tremendous amount of knowledge. No need for all of us builders to have to always reinvent the wheel. Looking forwad to next weekend. Ray --- Colin & Bev Rainey wrote: > Vortex generators for aviation are used to prevent > what is called as boundary layer separation, as > Larry referred to. At high angles of attack the > relative wind strikes the leading edge at a more > severe angle causing it to deflect up and pass over > the wing but with an increasing distance. The angle > also causes a turbulence in the air flow that > destroys lift, starting at the trailing edge and > moving forward to the leading edge. This is in > effect the wing gradually stalling, and is why you > must lower the nose to begin flying again in stall > recovery, to restore proper airflow over the wing. > The small vortices as they are called caused by the > angled deflectors attached to or near the leading > edge disrupt the smooth flow of air causing a small > vacuum to occur next to the skin of the wing. This > has the effect of "sucking" the boundary layer down > to stay in contact with the wing when the angle of > attack would normally cause the air to deflect and > go high over the wing, losing lift in the process. > That is how they can lower the stall speed, > effectively lowering the landing speeds and > increasing control effectiveness at slower speeds. > They are also small enough as to not significantly > impact the cruise speeds of most aircraft that I > have read about use them. Naturally there will be a > point in speed where they will become significant, > but for most aircraft in our realm minor if any > effect. > > Turbulence created for intake manifolds is done to > prevent separation, better atomization or mixing of > the air/fuel mixture. This is especially important > when the airflow is very fast or the engine is cold, > when it is easy for the fuel to separate out of the > mix and pool other places in the intake manifold. > In early cars they had rough spots in the intake > below the carb, in late models they have smooth > throttle bodies, but rough intake castings to get > that swirl for better mixing since in most cars the > fuel is introduced at the intake valve by a fuel > injector. If you make your own intake manifold for > your aircraft engine, you may want to make sure you > think about some of this. No heat at all, and no > mixing action can lead to a big difference in fuel > distribution across the cylinders. If you fly at > any altitude higher than 1500MSL than you are going > to get cooler air through the carb than on the > ground plus a density change. Just some things to > consider.... > > Colin & Bev Rainey > KR2(td) N96TA > Sanford, FL > crainey1@cfl.rr.com > http://kr-builder.org/Colin/index.html > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at > http://www.krnet.org/info.html > __________________________________ Do you Yahoo!? New and Improved Yahoo! Mail - 100MB free storage! http://promotions.yahoo.com/new_mail ------------------------------ Message: 3 Date: Sat, 18 Sep 2004 07:59:09 -0400 From: "patrusso" Subject: Re: KR> Engines To: "KRnet" Message-ID: <002801c49d76$f32f94a0$c1a972d8@3z4xt01> Content-Type: text/plain; charset="iso-8859-1" Larry F and Mike T, Sorry, Couldn't reply sooner as it was necessary to check out the several suggestions prompted by your responses. I have Diehl gear 4.062" behind datum line (leading edge). Everything has checked out as designed or planned. I must confess that my plane is not exactly a KR,... I took my old 1970's KR plan, added 14" to boat length, two inches to motor mount lenght, moved pilot and wing back an inch, narrowed the fuselage to 24 ", and balanced the rudder and elevator,...most of this for aesthetic purposes...to get a cleaner, longer line. I am working from a fairly bumpy grass field where the grass was pretty high at the tie down. To complicate this, my wheel chocks lock the wheels to the ground front and back of the wheels and when brakes are applied it was difficult to raise the tail by hand. Today, (as one of you suggested), I was less timid on the runway, taxi-ing to 40 mph and of a sudden, the usual rear fuselage noise sunsided and I knew immediately that I had tail wheel lift off. Bit of a heart flutter there!!! Still had good directional control. Incidently I bought a pair of roller blades at a yard sale for a dollar and found that I had eight tail wheels. The one installed is working well. And so it is, oft times the simplest things conspire to delay that first flight! Thanks for youe help. Pat R ----- Original Message ----- From: "Mike Turner" To: "KRnet" Sent: Saturday, September 11, 2004 10:19 PM Subject: Re: KR> Engines > Just curious how far forward of the main spar are your main landing > gear? Have you checked your angle of inscindence on the horz stab. ? > Mike Turner > ----- Original Message ----- > From: patrusso > To: KRnet > Sent: Saturday, September 11, 2004 3:14 PM > Subject: Re: KR> Engines > > > What's happening? Tied tail down with a foot of slack, chocked the > wheel s, > ran the engine up to 3000RPM and the tail did not lift,..... stick full > forward._Rechecked elevator travel, Okay, redid weight and balance, > CG at > forward limit._Got about 5 hours taxi time, up to about 35 MPH, > still not > light on the stick. ____________________________ > > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 4 Date: Sat, 18 Sep 2004 07:00:28 -0500 From: larry flesner Subject: KR> > tailwheel springs or not To: KRnet Message-ID: <3.0.6.32.20040918070028.007ad1d0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" What if you are crabbing to a landing, using the >rudder and the tail wheel is in the same orientation? I think you need >to be very precise when you really have no slack. >Daniel R. Heath - Columbia, SC +++++++++++++++++++++++++++++++++++++++++++++++++++++++ If I'm "crabbing" to a landing I'll want to straighten out before touchdown and that will require the use of rudder and wing down. I'm thinking I want the same correction with the tailwheel as I have with the rudder if I were to touch down in a full stall. Most likely I'd touch tail-low and then stick it on with forward stick but that's just me. My tailwheel would not come into play until the tail settled. I have a four inch,steerable, full swivel, compression spring connected setup with a very small amount of slack in the cables and it works great for me. There are many tailwheel setups out there and they all seem to work if flown properly. The DC3 has NO tailwheel steering as well as many other aircraft that have been flying for 50+ years. That's my story and I'm stickin' to it !!! See you in Mt.Vernon!!!!!!!!!!!!!!!!!!! Larry Flesner ------------------------------ Message: 5 Date: Sat, 18 Sep 2004 07:27:17 -0500 From: larry flesner Subject: KR> Pilot briefing To: KRnet Message-ID: <3.0.6.32.20040918072717.00a18ca0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" For those planning to fly to the Gathering I'm including some info below. Please read and fly responsibly. Have a nice flight! Larry Flesner - 2004 Gathering Host =============================================== Pilot Briefing Airport Info: MVN CTAF/UNICOM: 123.0 WX AWOS 113.8 WX AWOS-3 at ENL (16 nm NW): 121.125 (618-533-4417) WX AWOS-3 at SLO (20 nm N): 118.525 (618-548-0469) Runway 5/23 Dimensions: 6498 x 150 ft. Runway 15/33 Dimensions: 3149 x 100 ft. NO "CLOSE FORMATION" FLY-BYS. No aerobatics in the pattern. No low flying over surrounding neighborhoods. Maintain radio contact at all times. Caution for spectators on the ramp. There is a possibility for some heavy jet traffic. If so, watch for wake turbulence. Weather info available at the FBO. Fuel ( 100LL ) available at the FBO. For those that want to fuel with "auto fuel" before landing, it is available at Carmi (CUL) to the southeast and Carbondale ( MDH ) to the southwest. Use common sense!!! ------------------------------ Message: 6 Date: Sat, 18 Sep 2004 08:03:54 -0500 From: "Jim Faughn" Subject: RE: KR> Pilot briefing To: "'KRnet'" Message-ID: <000001c49d7f$f440a060$24d95540@jfaughn> Content-Type: text/plain; charset="us-ascii" Larry, Close to me is 15'. I guess 30 is ok? Jim Faughn PS - Pulling your chain..... -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of larry flesner Sent: Saturday, September 18, 2004 7:27 AM To: KRnet Subject: KR> Pilot briefing For those planning to fly to the Gathering I'm including some info below. Please read and fly responsibly. Have a nice flight! Larry Flesner - 2004 Gathering Host =============================================== Pilot Briefing NO "CLOSE FORMATION" FLY-BYS. ------------------------------ Message: 7 Date: Sat, 18 Sep 2004 07:21:03 -0700 From: "Steve Glover" Subject: RE: KR> Pilot briefing To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" >NO "CLOSE FORMATION" FLY-BYS. >No aerobatics in the pattern. Awe...that's no fun. Richard and I were going to let everyone know we arrived :) Steve Glover KR-2 N902G AJO, Ca ------------------------------ Message: 8 Date: Sat, 18 Sep 2004 10:24:01 -0400 From: "Colin & Bev Rainey" Subject: KR> Tailspring To: "KRnet" Message-ID: <00b401c49d8b$24e83830$63472141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Netters, I have not had the opportunity to fly with my tailwheel setup, but I have a wheelchair wheel as a pneumatic tailwheel and in ground handling it is exceptional. Its free castoring nature allows me to maneuver the plane anyway that I want to and if I begin to turn, a small tap on the opposite brake immediately cancels the turn. I can accomplish a complete 180 degree turn inside one of the concrete blocks (approx 10' x 10' square) on the old concrete ramp where the plane is parked (wheels only mind you). My concern would be for if one is landing in higher winds, with proper crosswind correction in, you will "trade out" the crab for wing low into the wind and apply opposite rudder to maintain runway centerline. This will cause a tight tailwheel setup to have the tailwheel facing in a turn off the runway opposite the low wing. After touching down the low wing main gear, if you get the other main gear down first all is good because you can take out the opposite rudder and maintain alignment. If the tailwheel makes contact first things could get interesting, which is why I made such a big deal a while back when we were all discussing maintaining proficiency with wheel landings, because they are preferred in cross wind landing situations due to their increased control. Yes they do increase landing roll, but I would much rather have the increased control effectiveness, than a marginal controlled landing that is a short field landing when not necessary. The tail low attitude is not because one is trying to make contact with the tailwheel first or choose which, but merely the angle of attack necessary to provide sufficient lift at the lower speeds flown on approach. If you come in faster this is less pronounced but naturally increases both the floating tendency and ground roll, but increases control effectiveness, so a balance of what is needed most must be achieved. In stronger winds adding to your approach speed is necessary to cancel the effect of the wind and the reduction in ground speed which combined with your descent determines your glide, as well as the increased control necessary to counter the higher winds. This practice should also be used when taking off in winds, and allow the plane to gain a higher speed prior to separating from the runway. Oh, almost forgot, don't forget to think about the increased sink rate when you switch to the wing low on your approach. It is the same as your forward slip to a landing, except that you now have wind, so you are side slipping into the wind. You will get the same increased descent rate as the no wind slip you did on purpose to lose altitude. If you don't plan for this you will get an unwanted surprise on short final. Once I get ours certified I will give a very detailed account on the webpage and brief one here, and we can compare to those that have free castoring and tailsprings. Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com http://kr-builder.org/Colin/index.html ------------------------------ Message: 9 Date: Sat, 18 Sep 2004 16:10:37 -0400 From: "Orma" Subject: KR> Opening the envelope To: "KRnet" Message-ID: <001401c49dbb$910537e0$1e29d445@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" Hello Net Today was another crosswind day at the airport. It was only 5 Kts. As for the tailwheel and the crosswind landing, I agree with Colin in that I make wheel landings when the wind is not down the runway. With the wind down the runway, it is even fun to land tailwheel first and lower the mains to the runway, or do a full stall. With crosswind, at least in my KR it is necessary to have a bit more speed to give better roll control. The rudder does a good job on it's own and in combination with the ailerons in a crab. However, the ailerons are just not that responsive at slow speeds. I do feel that one can learn to control whatever equipment the craft is equipped with, be it full swivel or cable with or without springs. Perhaps instructors have a preference for one over the other, or maybe that's how all the old planes were made, anyway we can learn to fly either way. As for the envelope, I am practicing using the waste gate. I have not fully closed the gate yet. It appears that the last half inch of gate is where all the power is hiding. When I get into the nearly closed part, the engine gains power in a hurry. Today I took off with the gate about 3/4 closed and the engine was only at 2800 RPM and 30 MP. While climbing through the first 200', I pulled more boost and the engine responded by going to 3300 RPM and the MP went instantly to about 39 and I had to open up to bleed off some of the pressure and the engine settled for 33 and 37. I stayed at this setting till I reached pattern altitude. The climb rate was about 600. I made only 3 takeoff and landings and each one was a practice at using the gate. The oil temp was near red by the time I had finished the three. The pattern was full today and I had to control my self to keep from overtaking the 172 that was in front of me. Orma Southfield, MI N110LR celebrating 20 years The Gathering is gaining momentum ------------------------------ Message: 10 Date: Sat, 18 Sep 2004 16:59:24 EDT From: JSMONDAY@aol.com Subject: KR> Ride(s) Available To Gathering and Back from STL To: krnet@mylist.net Message-ID: <1c8.1ebe0a1a.2e7dfbac@aol.com> Content-Type: text/plain; charset="US-ASCII" I probably have room for one or two people that I can take in my rental car from STL Thursday night to RedOak and leaving early Sunday Morning. I will be arriving via American Airlines 1396 from SNA arriving at STL at 5:48pm picking up a Thrifty Rental car and be heading to Red Oak!!! I will Leave Redoak Sunday morning probably around 7am to head to STL for my 9:20am flight out. If that works for anyone, and they want a ride, let me know! My e-mail will be limited from now until then... Just give me a call. John Monday KR2S Laguna Beach, CA 800-310-9536 (cell) ------------------------------ Message: 11 Date: Sat, 18 Sep 2004 16:45:12 -0500 From: Bernard McLean Sr Subject: Re: KR> Ride(s) Available To Gathering and Back from STL To: KRnet Message-ID: <414CAC68.5000206@northboone.com> Content-Type: text/plain; charset=us-ascii; format=flowed Won't you be lonely in Red Oak? ------------------------------ Message: 12 Date: Sat, 18 Sep 2004 20:01:08 -0500 From: larry flesner Subject: RE: KR> Pilot briefing To: KRnet Message-ID: <3.0.6.32.20040918200108.007b8120@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >Larry, Close to me is 15'. I guess 30 is ok? >Jim Faughn >PS - Pulling your chain..... +++++++++++++++++++++++++++++++++++++++++++++++ Hence my final caution, "USE COMMON SENSE". :-) :-) Larry Flesner ------------------------------ Message: 13 Date: Sat, 18 Sep 2004 20:01:38 -0500 From: larry flesner Subject: KR> Gathering / spouses To: KRnet Message-ID: <3.0.6.32.20040918200138.007b8660@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" This is for those attending the Gathering with their spouse joining them. Others - delete. There will be a "Women's Health and Wellness Festival" at Mt.Vernon on the Saturday of the Gathering that they might like to attend. It is being sponsered by the Crossroads Community Hospital. 8:00 AM till 2:00 PM - free admission There will be "fasting blood work" done from 8:00 AM till 11:00 AM for a $15 charge ($200 value). Free sleep disorder screenings Free blood pressure checks A number of different speakers throughout the day covering a number of different health issues specific to women. A noon lunchon and fashion show ($10) limited to the first 100 ladies. For more information call Debie Richardson , Marketing Directror at 618/241-8510 Duh.........., that's all folks........ Larry Flesner ------------------------------ Message: 14 Date: Sat, 18 Sep 2004 20:01:45 -0500 From: larry flesner Subject: KR> Tailspring / tailwheel steering To: KRnet Message-ID: <3.0.6.32.20040918200145.00a1b4d0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >My concern would be for if one is landing in higher winds, with proper crosswind correction in, you will "trade out" the crab for wing low into the wind and apply opposite rudder to maintain runway centerline. This will cause a tight tailwheel setup to have the tailwheel facing in a turn off the runway opposite the low wing. After touching down the low wing main gear, if you get the other main gear down first all is good because you can take out the opposite rudder and maintain alignment. If the tailwheel makes contact first things could get interesting, >Colin +++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Colin, My steerable, full swivel tailwheel also allows me to lock a brake and do a complete 360 as the KR pivots on the main. I'd hate to give up the steering control and go with a free swivel setup. As for the landings in crosswinds, the KR (mine anyway) requires VERY LITTLE opposite rudder to keep the nose straight with a wing low. I can hardly feel the pressure on the rudder. To me, the rudder required to maintain alignment is also the rudder needed to prevent the aircraft from weathervaning into the crosswind. If the tailwheel touches it will provide the same correction for weathervaning as was needed with the rudder. To date, 94 hours and probably 150+ T.O.'s and landings I've only flown in crosswinds of maybe 12 to 14 at about 45 degrees to the runway. By the time I get the speed down to the point I can plant the tail and keep the KR from becoming airborne again, the type of hookup to the tailwheel is pretty much a mute point. The tailwheel is close enough to alignment that it takes over directional control and I make minor adjustments from there. That point ,however, is where I would get concerned if I had a free swivel tailwheel as brakes are your primary means of directional contol from there. I've found that on rollout, when braking, if I start to zig-zag, I get off the brakes, regain control and then start braking again. Just my humble opinion and with only 110 hours of tailwheel time now I'm still quite humble and tend to pucker a lot on windy days. I suspect the biggest problem that new KR drivers will have is moving the controls TOO MUCH. The KR is an airplane you "make love" to, very gently, and anticipating a happy ending! :-) Speaking of making love, ugh, I mean flying a KR, I flew out to my "home base" today to change the oil in the KR and on returning to a 7000 foot runway I couldn't help but make an airliner approach. On a one mile final I was indicating 170 mph on a nice decent to the runway. I backed off at 1/2 mile, slowed and shot for a touchdown at runway midpoint. I still ended up adding power and flying for another 1000 feet before the mains "KISSED" the pavement. YEEEEEEEEEEEEEE HAAAAAAAAAAAAAAAAAAAA........ Ain't life great !!!!!!! See you at the Gathering. Larry Flesner ------------------------------ Message: 15 Date: Sat, 18 Sep 2004 20:13:02 -0500 From: larry flesner Subject: KR> Ride(s)/ good news To: KRnet Message-ID: <3.0.6.32.20040918201302.00a1aca0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" At 04:59 PM 9/18/04 EDT, you wrote: >I probably have room for one or two people that I can take in my rental car >from STL Thursday night to RedOak and leaving early Sunday Morning. >John Monday ++++++++++++++++++++++++++++++++++++++++++++++++++++ John, I have good news for you. The Gathering is at Mt.Vernon, Illinois, just two hours or so from the St.Louis airport and not an eight or ten hour drive to Red Oak, Iowa !! :-) I'm sure the "Red Oak" thing was just a momentary brain cramp but I'd hate to see anyone miss the Gathering. I posted sometime back but I'll post it again. I believe there is a rail service from the St.Louis airport to the Mid-Continent airport about 23 miles east of St.Louis. If one were to use the rail service and pick up a rental car at Mid-Continent, you would have a 50 mile drive to Mt.Vernon, all interstate, and miss all of the St.Louis traffic. Check it all out ahead of time to make sure I'm not giving you any bad info. It would sure be the way to go as far as I'm concerned. Larry Flesner ------------------------------ Message: 16 Date: Sat, 18 Sep 2004 20:30:52 -0500 From: "Mark Langford" Subject: KR> wing finish quality To: "KRnet" Message-ID: <00b601c49de8$4d4c5c40$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" NetHeads, A couple of people have commented about the quality of workmanship on my airplane. All I can say is that they were all drinking at the time they saw it! The reason I say this is to lower expectations at the 2005 Gathering. I don't want anybody looking at my wings and saying "gee, I thought these were perfect". They're not, and I'm not about to spend the time to make them that way. It's easy to look at somebody's wings and think "I can't believe he painted those with that surface like that", but all I can say is "until you've been there, it looks easy enough". I've spent the day sanding off several layers of Smooth Prime from the last of my two wings, and managed to prime the corresponding aileron and flap. I discovered some neat (although polyester) stuff called Ultimate Glaze by Dynatron. It's a two part "finishing and blending putty" that makes quick work of the pinholes that Smooth Prime misses. The great thing about it is that it's ready to sand in 15 minutes; the bad thing is that you've got maybe two minutes to apply it after it's mixed! If you follow the directions and squeeze out a 3" ribbon of catalyst to a 3" diameter circle of the stuff, it'll cure in 10 seconds! Still, it is very easy to smooth onto the surface and to sand (rivaling Aeropoxy Light) and you can't beat the cure time. Since it's polyester, you need to sand most of it off (because polyester's famous for shrinkage), but that's what you do with pinholes anyway, right? I expect to prime the rest of the wing tomorrow, and call the bodywork "close enough for KR work". I reinstalled the canopy today for the first time in several years, and it's starting to look a lot like an airplane. I will also shoot the inside of the canopy frame soon and remove the Spraylat covering. After I figure out canopy latches, it'll be time to taxi around the neighborhood. Anybody with a neat canopy latch system is welcome to show it to me at the Gathering, or send photos. There's a token update photo (5 minutes old) at http://home.hiwaay.net/~langford/04091808m.jpg . The thing I love about this canopy is that I can take both it AND the forward deck off by pulling two piano hinge pins and unscrewing the two gas strut bolts. In two minutes I can take the forward upper half of the plane off, and in another minute I can have the rear deck off. Be prepared to see the guts of a KR for all the world to see at the 2005 Gathering! Well, my 15 minutes is up, so it's back to wing sanding for me. How's that song go again? I guess Jim Faughn will remind us in a few days... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 17 Date: Sat, 18 Sep 2004 21:59:46 -0400 From: VIRGIL N SALISBURY Subject: Re: KR> wing finish quality To: krnet@mylist.net Message-ID: <20040918.215954.1936.0.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii jeanette will be bringing latches to the gathering, Virg ( no plans though ) On Sat, 18 Sep 2004 20:30:52 -0500 "Mark Langford" writes: > NetHeads, > > A couple of people have commented about the quality of workmanship > on my > airplane. All I can say is that they were all drinking at the time > they saw > it! The reason I say this is to lower expectations at the 2005 > Gathering. > I don't want anybody looking at my wings and saying "gee, I thought > these > were perfect". They're not, and I'm not about to spend the time to > make > them that way. It's easy to look at somebody's wings and think "I > can't > believe he painted those with that surface like that", but all I can > say is > "until you've been there, it looks easy enough". > > I've spent the day sanding off several layers of Smooth Prime from > the last > of my two wings, and managed to prime the corresponding aileron and > flap. I > discovered some neat (although polyester) stuff called Ultimate > Glaze by > Dynatron. It's a two part "finishing and blending putty" that makes > quick > work of the pinholes that Smooth Prime misses. The great thing > about it is > that it's ready to sand in 15 minutes; the bad thing is that you've > got > maybe two minutes to apply it after it's mixed! If you follow the > directions and squeeze out a 3" ribbon of catalyst to a 3" diameter > circle > of the stuff, it'll cure in 10 seconds! Still, it is very easy to > smooth > onto the surface and to sand (rivaling Aeropoxy Light) and you can't > beat > the cure time. Since it's polyester, you need to sand most of it > off > (because polyester's famous for shrinkage), but that's what you do > with > pinholes anyway, right? > > I expect to prime the rest of the wing tomorrow, and call the > bodywork > "close enough for KR work". I reinstalled the canopy today for the > first > time in several years, and it's starting to look a lot like an > airplane. I > will also shoot the inside of the canopy frame soon and remove the > Spraylat > ing. After I figure out canopy latches, it'll be time to taxi > around > the neighborhood. Anybody with a neat canopy latch system is > welcome to > show it to me at the Gathering, or send photos. There's a token > update > photo (5 minutes old) at > http://home.hiwaay.net/~langford/04091808m.jpg . > The thing I love about this canopy is that I can take both it AND > the > forward deck off by pulling two piano hinge pins and unscrewing the > two gas > strut bolts. In two minutes I can take the forward upper half of > the plane > off, and in another minute I can have the rear deck off. Be > prepared to see > the guts of a KR for all the world to see at the 2005 Gathering! > > Well, my 15 minutes is up, so it's back to wing sanding for me. > How's that > song go again? I guess Jim Faughn will remind us in a few days... > > Mark Langford, Huntsville, Alabama > N56ML "at" hiwaay.net > see KR2S project at http://home.hiwaay.net/~langford > > > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 18 Date: Sat, 18 Sep 2004 22:28:08 -0500 From: "Mark Jones" Subject: KR> KR project for sale To: "KR Net" Message-ID: <002c01c49df8$b6f3d5a0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" One of the most unique KR projects is again up for sale. The owner has decided that his place in aviation is in partnership with another on a certified plane. This plane is truly a work of craftsmanship and will definitely be an eyecatcher. It is one of the most highly modified KR fuselages out there. Please take a close look and contact Steve McGee at lmcgee@maqs.net if you are interested. See the e-mail below. 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: Steve and Lori McGee To: Mark Jones Sent: Saturday, September 18, 2004 7:12 PM Subject: KR project for sale Mark - please forward to the KRnet - thanks. KR project for sale. Over $5000 invested and many hours. $2000 hauls it away. Much hardware and supplies. Virtually enough to keep you busy for the winter with no other purchases. Foam, aluminum for tanks, epoxy and glass, steel, aluminum, canopy, enough to near finish the airframe without another expediture. If you are thinking of starting a KR project and want a fast and inexpensive start, this is the one! All receipts and pics that were taken will be passed on also. No I do not want to bother piecing out. All or nothing. Located in Central Wisconsin. Steve McGee 608-587-2359 cell 608-697-8488 e-mail lmcgee@maqs.net See project at http://www.geocities.com/magoosus/plane.html Just in time to start a project for the winter! KR2S plans 255 Front purchase - Fuse 1500 Materials - wicks (wheels,etc) 1204 Materials - wicks (fiberglass,epoxy,etc) 175 Canopy - Todd's Vision. 425 tires, epoxy from wicks 146 bolts - wicks 103 aluminum, foam, bolts 247 trim tab hinge 12 wood lattice 12 lead 8 bolts - push tubes - rod ends 421 manifold and carb flanges 21 magneto and regulator 160 carb 83 corvair core 100 carb 82 WW Corvair Manual 60 corvair engine book 27 Total 5041 Boat stage plus is made, spars are made, wing attach fittings, gear legs, horizontal stabilizer, and more. ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 125 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================