From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 2 Date: 3/21/2004 9:00:06 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. Elevator balance (JW) 2. RE: Elevator balance (Ron Freiberger) 3. Re: Engine rebuild-high lift and short duration (Mark Langford) 4. Re: Engine rebuild-high lift and short duration (Veeduber@aol.com) 5. Elevator balance (larry flesner) 6. Original aileron bellcrank (larry flesner) 7. FAA Safety Program Site (larry flesner) 8. FAA Safety Program Site (larry flesner) 9. Re: Flutter (Flymaca711689@aol.com) 10. Re: Flutter (Mark Jones) 11. Re: Trim Tab (Charles Buddy & Cheryl Midkiff) 12. Re: FAA Safety Program Site (Virgil Salisbury) 13. Re: Elevator balance (joe) 14. FAA physical (larry flesner) 15. Elevator balance? (larry flesner) 16. Re: Trim Tab (Mark Jones) 17. Re: Elevator balance? (joe) 18. Re: FAA physical (Dean Cooper) 19. comment (larry flesner) 20. Re: Trim Tab (Charles Buddy & Cheryl Midkiff) 21. Thrust line data (Steve and Lori McGee) 22. Re: Thrust line data (Mark Langford) 23. Re: Thrust line data (Mark Langford) ---------------------------------------------------------------------- Message: 1 Date: Sat, 20 Mar 2004 19:02:54 -0600 From: "JW" Subject: KR>Elevator balance To: "KRnet" Message-ID: <002301c40ee0$40560960$ccdd1818@computer> Content-Type: text/plain; charset="iso-8859-1" How critical is it to make sure both ends of an elevator is balanced evenly. Mean one side of the balance being heavier than the other but still 100% balanced elevator. Justin ------------------------------ Message: 2 Date: Sat, 20 Mar 2004 21:37:04 -0500 From: "Ron Freiberger" Subject: RE: KR>Elevator balance To: "KRnet" Message-ID: Content-Type: text/plain; charset="iso-8859-1" That means your elevator will fall off if you go fast. Ron Freiberger mailto: rfreiberger@swfla.rr.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of JW Sent: Saturday, March 20, 2004 8:03 PM To: KRnet Subject: KR>Elevator balance How critical is it to make sure both ends of an elevator is balanced evenly. Mean one side of the balance being heavier than the other but still 100% balanced elevator. Justin _______________________________________ 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: 3 Date: Sat, 20 Mar 2004 21:44:47 -0600 From: "Mark Langford" Subject: Re: KR>Engine rebuild-high lift and short duration To: "KRnet" Message-ID: <028f01c40ef6$e08c20c0$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Duration is how you shift the powerband either lower or higher. If you want lots of torque at low RPM and don't care about high RPM (that's us), you want short duration rather than long. If you've upped the displacement of the engine by boring and/or stroking, you'll probably need to compensate for the lack of valve area by increasing the lift. The stock cam with high lift rockers is a step in the right direction, or the mildest of "street" cams. Lift is a good thing, but too much of it can lead to accelerated valve train wear. I don't think valve train (cam, lifter, rockers) is the big wear item on aircraft engines though, so that wouldn't be my determining factor, personally. You can just bolt on some higher lift rockers and get the higher lift, but there are other ramifications (that's for Dan's sake). Stock cams are something like 226 degrees of duration with .315" inches of lift at the cam, and the mildest Engle 100 is 276 degrees of duration with .374" of lift at the cam. The Engle 100 would probably make a pretty good cam for a 2180 airplane engine, but I'm just guessing. I would think that Steve Bennett at www.GPASC.com would have a pretty good idea what cam works best for aircraft use, and if he sells them, I'm sure there's not much of a markup. His prices have always struck me as being very reasonable. I've been told that Webcam makes something called the P-100 that's good for aircraft use, but I just pulled that out of some pretty deep recesses, and there may not actually be any such thing. I think that's what was in the Type 4 that I bought from Mark Stephens. I just ran across this website at http://hometown.aol.com/dvandrews/cams.htm that pretty well explains the relationships of duration and lift. Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 4 Date: Sun, 21 Mar 2004 02:40:54 EST From: Veeduber@aol.com Subject: Re: KR>Engine rebuild-high lift and short duration To: krnet@mylist.net Message-ID: <9.24befad8.2d8ea106@aol.com> Content-Type: text/plain; charset="US-ASCII" In a message dated 3/20/2004 4:09:21 AM Pacific Standard Time, DanRH@AllTel.net writes: > I hope > that Bob Hoover will chime in here, because he is the expert. ------------------------------------------------------------------------------ ------------------- Dear Dan (and the Group), I don't consider myself qualified on the Type IV. When I happened to have one in the shop I'd drive up to Mark Stephens place for parts & advice (they had some valve seat problems.) I think it's the best aircooled Volkswagen ever built but I simply haven't worked on enough of them to speak with any authority. ----------------------------------------- As for the cam question in general, over on the AirVW Group (Yahoo) I've posted the specs for the A-series Continental, VW (1300 thru 1600; all the same), Ford 9N tractor (nearly identical to the Model A) and a few others for comparison purposes, along with some computerized dynamometer pulls. For anyone interested in a whiff of reality, the data is there. Alas, it does not agree with the horsepower-oriented Conventional Wisdoms on the nose of some many VW powered aircraft :-) As a point of interest, the power output of flying Volkswagens built by myself and two other fellows, at different times and locations, unaware of each other until the advent of the Intenet, formed a neat cluster on the power curve despite different methods of measurement (although all were some form of torque meter). ----------------------------------------------------------------- For the type of flying I do, I've found the basic chugger to be the most reliable VW conversion. (A 'chugger' is an engine that in which peak power and torque occur at an rpm most suitable for swinging a prop typically 69 to 72 inches in diameter.) Since peak torque always coencides with peak volumetric efficiency, I focused on displacement and deep-breathing exercises :-) Although there are a few chugger cams out there for VW's they are wildly unpopular unless the engine is attached to an orchard blower or water pump. In fact, my most successful configuration simply borrows a page from the Volkswagen Industrial Engine Division and uses the stock cam, retarded four degrees. This works fine for a grain auger or motor-generator set but when you open the engine up to anything over 120cid or so I found it necessary to use the 1.25:1 lifters from the alcohol-burning engines built by VW du Brasil. I know VW offered a complete line of industrial engines based on the Type IV and if I were to do it all over again I would probably devote some time to winkling out their cam data, largely because of the expense in starting from scratch. I think you have to put at least a hundred hours on an engine before you can define it with any degree of confidence. I've done that many times with Type I's, back when when gas was cheap(*) and my nearest neighbors weren't all that close. Now the yuppies have me walled in and rarely a week goes by when some blue-haired lady chuggs up the hill desperately eager to sell my 'house'. (Don't they know the difference between a 'house' and a home?) Build an engine nowadays, I have to sneak it out to the airport to run it in. Sorry I can't be of more help. -R.S.Hoover (*) Most of the price of gasoline reflects transportation-related taxes. If you live in the country, use gasoline for your tractor or other non-transportation applications, a drum of gas was about $17, delivered. I built a test cell out behind one of the sheds, ran-in my engines there using two or three drums of gas per month. (mid-70's thru early 80's). Big problem was getting rid of the drums :-) ------------------------------ Message: 5 Date: Sun, 21 Mar 2004 07:36:51 -0600 From: larry flesner Subject: KR> Elevator balance To: KRnet Message-ID: <3.0.6.32.20040321073651.0087b2a0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" At 07:02 PM 3/20/04 -0600, you wrote: >How critical is it to make sure both ends of an elevator is balanced evenly. Mean one side of the balance being heavier than the other but still 100% balanced elevator. >Justin ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Justin, What are we talking here, ounces? If it's close there probably would not be a problem. Ounces would probably not be enough to induce any twisting into the control surface under air loads. Try giving a bit more detail and maybe one of the engineer types will venture an answer. Larry Flesner ------------------------------ Message: 6 Date: Sun, 21 Mar 2004 07:46:49 -0600 From: larry flesner Subject: KR> Original aileron bellcrank To: KRnet Message-ID: <3.0.6.32.20040321074649.0087e840@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >I am making my own design as I am using push tubes rather than cables. >In starting the drawings in autocad I began with the original dimensions as I figured they would be close. By my calculations the original design can not attain the 10 degree down aileron without hitting and binding. This must be what you guys have been talking about lately. >Steve McGee +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ I seem to recall redrilling/relocating my pushrod attach holes on my bellcranks but it's been so long ago I don't recall. I am using "plans" bellcranks and getting the required 10 down and 20 up. I'd tell you I'll check them the next time at the airport but the airport is 20 miles away. Do you know how many things I can forget in a 20 mile drive? I'm at 25.6 hours now and starting to feel a hint of comfort flying in light to moderate ( 8 -12 mph) winds. I'm getting there. Larry Flesner ------------------------------ Message: 7 Date: Sun, 21 Mar 2004 08:01:19 -0600 From: larry flesner Subject: KR> FAA Safety Program Site To: krnet@mylist.net Message-ID: <3.0.6.32.20040321080119.007af850@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" Netters, I'm forwarding a portion of an e-mail I received from the FAA. I'm on their e-mail list after signing up for the online update program for my personal information relating to my pilot license or whatever it was I signed up for. Anyway, I would encourage all U.S.A. pilot / builders to check out this site if you haven't already. It has more than the Safety Seminars listed there. It has accident data as well as a list of current TFR's, etc. Larry Flesner """""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""" """""""""""" Dear Airman, The FAA Aviation Safety Program is undergoing some changes. One of the first steps in this process is to have better communication with our customers in the aviation community. To do this we have created a new website at http://faasafety.gov. This site currently provides a searchable listing of aviation safety seminars and events nationwide. It will also send you e-mail notification of these seminars and additional aviation safety information depending on how you set your preferences. Our future plans for the site include: * A searchable online aviation library * Streaming video on aviation safety topics * Interactive learning * Automated administration of our Wings program * Easy to find, customer based FAA information Please use the comment feature on the site to let us know what you think of the site and to suggest additional features. Thank you for visiting http://faasafety.gov, Kevin L. Clover FAA National Safety Program Manager ------------------------------ Message: 8 Date: Sun, 21 Mar 2004 08:12:26 -0600 From: larry flesner Subject: KR> FAA Safety Program Site To: KRnet Message-ID: <3.0.6.32.20040321081226.007b3ba0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" Netters, I jumped the gun on this one. The site I gave you allows you to go direct to the FAA home site when you click on "home". That's the site with the good info. Sorry about that....... Larry Flesner ------------------------------ Message: 9 Date: Sun, 21 Mar 2004 09:34:42 EST From: Flymaca711689@aol.com Subject: Re: KR>Flutter To: krnet@mylist.net Message-ID: <81.77b54c7.2d8f0202@aol.com> Content-Type: text/plain; charset="US-ASCII" Hi all for all you guys that like to read there's a good article on this topic in eaa sport aviation magazine Feb 2004 page 91fixing flutter. Very interesting to say the least will got to go its very windy here in the East and I think I just saw cat blow bye here on the farm good day to do some honey dos no flying today mac n1055a flymaca711689@aol.c0m ------------------------------ Message: 10 Date: Sun, 21 Mar 2004 09:33:53 -0600 From: "Mark Jones" Subject: Re: KR>Flutter To: "KRnet" Message-ID: <002701c40f59$eb26a1a0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: its very windy here in the East and I > think I just saw cat blow bye here on the farm good day to do some > honey dos no > flying today > Hey Mac, You are getting the 30 to 50 mph gust we had here yesterday. I saw a chopper go over my house yesterday literally flying sideways just to track straight. 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 > > > > > > > > > > > > mac n1055a > flymaca711689@aol.c0m > _______________________________________ > 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: 11 Date: Sun, 21 Mar 2004 08:49:51 -0800 From: "Charles Buddy & Cheryl Midkiff" Subject: Re: KR>Trim Tab To: "KRnet" Message-ID: <001c01c40f64$87c72ca0$6401a8c0@charlesmidkiff> Content-Type: text/plain; charset="iso-8859-1" Mark, Have you decided on how you are going to route your wiring from the servo to the panel? Will you have to bore another hole through the horz stab or do you already have an existing path from your lighting or antenna wiring? I have this same trim package for mine. Bud Midkiff KR2S Lynnwood, WA email: c.midkiff@verizon.net ----- Original Message ----- From: "Mark Jones" To: "KR Net" Sent: Saturday, March 20, 2004 7:00 AM Subject: KR>Trim Tab Good Morning Netters, I have added a couple more photos to my elevator trim tab page. Here is the link if you wish to take a look: ------------------------------ Message: 12 Date: Sun, 21 Mar 2004 12:09:29 -0500 From: Virgil Salisbury Subject: Re: KR> FAA Safety Program Site To: krnet@mylist.net Message-ID: <20040321.120930.2008.0.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii How do I find my info? Medical Jan, no response yet, Virg On Sun, 21 Mar 2004 08:01:19 -0600 larry flesner writes: > > > Netters, > > I'm forwarding a portion of an e-mail I received from the FAA. I'm on > their e-mail list after signing up for the online update program for > my personal information relating to my pilot license or whatever it > was I signed up for. Anyway, I would encourage all U.S.A. pilot / > builders to check out this site if you haven't already. It has more > than the Safety Seminars listed there. It has accident data as well > as a list of current TFR's, etc. > > Larry Flesner > """"""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""""" """ > """""""""""" > Dear Airman, > > The FAA Aviation Safety Program is undergoing some changes. One of > the > first steps in this process is to have better communication with > our > customers in the aviation community. To do this we have created a > new > website at http://faasafety.gov. This site currently provides a > searchable > listing of aviation safety seminars and events nationwide. It will > also > send you e-mail notification of these seminars and additional > aviation > safety information depending on how you set your preferences. > > Our future plans for the site include: > * A searchable online aviation library > * Streaming video on aviation safety topics > * Interactive learning > * Automated administration of our Wings program > * Easy to find, customer based FAA information > > > Please use the comment feature on the site to let us know what you > think of > the site and to suggest additional features. > > Thank you for visiting http://faasafety.gov, > > Kevin L. Clover > FAA National Safety Program Manager > > > > > > _______________________________________ > 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: 13 Date: Sun, 21 Mar 2004 12:04:51 -0800 From: "joe" Subject: Re: KR> Elevator balance To: "KRnet" Message-ID: <001101c40f7f$c5804e80$0a0110ac@o7p4e3> Content-Type: text/plain; charset="iso-8859-1" Larry, I am going to be intentionally vague. The spiral slipstream of the prop is adjusted for statically by angling the engine and later dynamically by rudder control. Design adjustments can be made to reduce this effect when designing the vertical stabilizer. There are similar adjustments that can be made during the design and test stage of the elevator thru GVT ground vibration testing. Thats why we follow the plans on this one. Joe I can hear it now! ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Sunday, March 21, 2004 5:36 AM Subject: KR> Elevator balance > At 07:02 PM 3/20/04 -0600, you wrote: > >How critical is it to make sure both ends of an elevator is balanced > evenly. Mean one side of the balance being heavier than the other but still > 100% balanced elevator. > >Justin > ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > Justin, > > What are we talking here, ounces? If it's close there probably would > not be a problem. Ounces would probably not be enough to induce any > twisting into the control surface under air loads. > > Try giving a bit more detail and maybe one of the engineer types will > venture an answer. > > Larry Flesner > > > > _______________________________________ > 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: 14 Date: Sun, 21 Mar 2004 14:19:27 -0600 From: larry flesner Subject: KR> FAA physical To: KRnet Message-ID: <3.0.6.32.20040321141927.007d2320@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" At 12:09 PM 3/21/04 -0500, you wrote: > How do I find my info? Medical Jan, no response yet, Virg > =============+++++++++++++++++++++++++++++++++++++++ That may take a phone call to the FAA. Contact the Dr. that did the physical and get a phone number. Larry Flesner ------------------------------ Message: 15 Date: Sun, 21 Mar 2004 14:29:13 -0600 From: larry flesner Subject: KR> Elevator balance? To: KRnet Message-ID: <3.0.6.32.20040321142913.0087cdf0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >Larry, > I am going to be intentionally vague. >The spiral slipstream of the prop is adjusted for statically by angling >the engine and later dynamically by rudder control. Design adjustments >can be made to reduce this effect when designing the vertical >stabilizer. There are similar adjustments that can be made during >the design and test stage of the elevator thru GVT >ground vibration testing. Thats why we follow the plans >on this one. Joe >I can hear it now! ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Joe, You maybe ment this for Justin? He was asking the question about elevator balance being distributed evenly across the span. Please enlighten as to how your answer relates. As to propeller spirial slipstream, I built my KR with "zero - zero" thrust alignment and the vertical and horizontal stabs both set to "zero" alignment and it flys just fine. The greatest effect I've ever noted on propeller spirial slipstream is that one side of the airplane gets dirtier than the other on a grass strip. :-) Larry Flesner ------------------------------ Message: 16 Date: Sun, 21 Mar 2004 14:52:35 -0600 From: "Mark Jones" Subject: Re: KR>Trim Tab To: "KRnet" Message-ID: <004601c40f86$7260d740$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: "Charles Buddy & Cheryl Midkiff" > Mark, > Have you decided on how you are going to route your wiring from the > servo to > the panel? Will you have to bore another hole through the horz stab or > do you already have an existing path from your lighting or antenna > wiring? I have this same trim package for mine. I bored a 1/4" hole from the servo hole through to the inside of the elevator (next to the rudder) and angled it where it exits just on the rear side of the elevator spar. I then secured the wire along the elevator spar to the center and allowed it to drop down in the fuselage from there. 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 ------------------------------ Message: 17 Date: Sun, 21 Mar 2004 13:50:37 -0800 From: "joe" Subject: Re: KR> Elevator balance? To: "KRnet" Message-ID: <000701c40f8e$8c219400$0a0110ac@o7p4e3> Content-Type: text/plain; charset="iso-8859-1" Sorry about the mixup I'm going to add the grass strip comment to my best comment book. Thanks Joe Ps. Do you have a taildragger? ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Sunday, March 21, 2004 12:29 PM Subject: KR> Elevator balance? > >Larry, > > I am going to be intentionally vague. > >The spiral slipstream of the prop is adjusted for statically by > >angling the > >engine and later dynamically by rudder control. Design adjustments > >can be made to reduce this effect when designing the vertical > >stabilizer. There are similar adjustments that can be made during > >the design and test stage of the elevator thru GVT > >ground vibration testing. Thats why we follow the plans > >on this one. Joe > >I can hear it now! > ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > Joe, > > You maybe ment this for Justin? He was asking the question about > elevator balance being distributed evenly across the span. Please > enlighten as to how your answer relates. > > As to propeller spirial slipstream, I built my KR with "zero - zero" > thrust alignment and the vertical and horizontal stabs both set to > "zero" alignment and it flys just fine. > > The greatest effect I've ever noted on propeller spirial slipstream is > that one side of the airplane gets dirtier than the other on a grass > strip. :-) > > Larry Flesner > > > > > > _______________________________________ > 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: 18 Date: Sun, 21 Mar 2004 16:55:40 -0500 From: "Dean Cooper" Subject: Re: KR> FAA physical To: "KRnet" Message-ID: <056001c40f8f$4031ec10$0502a8c0@office> Content-Type: text/plain; charset="iso-8859-1" Virg, Here are the numbers for OK City: FAA Aeromedical Division 405-954-4821 FAA Medical Appeals 405-954-7675 I hope this helps. Dean Cooper Jacksonville, FL Email me at dean_cooper@bellsouth.net See my KR project at www.geocities.com/djramccoop1/KR2_Home.html ----- Original Message ----- From: "larry flesner" To: "KRnet" Sent: Sunday, March 21, 2004 3:19 PM Subject: KR> FAA physical > At 12:09 PM 3/21/04 -0500, you wrote: > > How do I find my info? Medical Jan, no response yet, Virg > > > =============+++++++++++++++++++++++++++++++++++++++ > > > That may take a phone call to the FAA. Contact the Dr. that did the > physical and get a phone number. > > Larry Flesner > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Message: 19 Date: Sun, 21 Mar 2004 16:42:13 -0600 From: larry flesner Subject: KR> comment To: KRnet Message-ID: <3.0.6.32.20040321164213.0087a1c0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >I'm going to add the grass strip comment to my best >comment book. > Thanks Joe ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Joe, Thanks, I'm flattered! Just put my portion of the royalty money toward my fuel bill on the KR. :-) Larry Flesner ------------------------------ Message: 20 Date: Sun, 21 Mar 2004 17:12:17 -0800 From: "Charles Buddy & Cheryl Midkiff" Subject: Re: KR>Trim Tab To: "KRnet" Message-ID: <005501c40faa$b84e4250$6401a8c0@charlesmidkiff> Content-Type: text/plain; charset="iso-8859-1" Mark, Thanks, just curious as I hadn't started on mine yet and that helps a lot. Bud ----- Original Message ----- From: "Mark Jones" > I bored a 1/4" hole from the servo hole through to the inside of the > elevator (next to the rudder) and angled it where it exits just on the rear > side of the elevator spar. I then secured the wire along the elevator > spar to the center and allowed it to drop down in the fuselage from > there. ------------------------------ Message: 21 Date: Sun, 21 Mar 2004 19:11:24 -0600 From: "Steve and Lori McGee" Subject: KR> Thrust line data To: Message-ID: <002f01c40faa$98282040$0202a8c0@lori8v5h2xi9m3> Content-Type: text/plain; charset="iso-8859-1" I know I have seen this mentioned before both here and noticed it in web sites, but have not noticed it in the manual or on the drawings. I take it I am missing something here as everyone that has built their plane had to figure this out. Langford mentions being high or low from the main longerons (I forget and don't want to look again) but should be ok because of blah blah... Where is this data and how is it measured? What are typical tolerances for the KR2S. Steve McGee Endeavor Wi. USA Building a KR2S widened. lmcgee@maqs.net ------------------------------ Message: 22 Date: Sun, 21 Mar 2004 20:27:50 -0600 From: "Mark Langford" Subject: Re: KR> Thrust line data To: "KRnet" Message-ID: <036801c40fb5$46247c70$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" Steve McGee wrote: >> I know I have seen this mentioned before both here and noticed it in >> web sites, but have not noticed it in the manual or on the drawings. I take it I am missing something here as everyone that has built their plane had to figure this out. Langford mentions being high or low from the main longerons (I forget and don't want to look again) but should be ok because of blah blah... Where is this data and how is it measured? << A quick trip to the KRnet archives at http://www.maddyhome.com/krsrch/index.jsp using the subject of "thrust" will get you 47 hits on the subject. The reason there are so many hits is because there's no mention of it in the plans, and most people have had to just figure out the blah, blah part. One of the many reasons there's a KRnet, and a KRnet archive... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 23 Date: Sun, 21 Mar 2004 20:43:04 -0600 From: "Mark Langford" Subject: Re: KR> Thrust line data To: "KRnet" Message-ID: <037401c40fb7$66868420$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" I guess I should have answered your question, which is that it's generally considered to be in the same plane as the top of the top longeron. That's been arrived at by the fact that if you buy an RR or Revmaster cowling, that's where the center of the prop hole ends up, blah, blah, blah... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 2 ************************************* ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================