From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 346, Issue 207 Date: 11/14/2004 8:59:23 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. Magnets (Serge VIDAL) 2. R?f. : RE: KR> Facet #40108 (Serge VIDAL) 3. KR performance at high altitude (Serge VIDAL) 4. R?f. : Re: KR> Facet #40108 (Serge VIDAL) 5. Re: Bottom line: Facets suck... badly!-????????? (Dan Heath) 6. Re: Fibre Glast (VIRGIL N SALISBURY) 7. RE: Re: Bottom line: Facets suck... badly!-????????? (Brian Kraut) 8. Re: Weight & Balance (Orma) 9. Re: Re: Bottom line: Facets suck... badly!-????????? (Martindale Family) 10. RE: Fibre Glast (Doug Rupert) 11. RE: R?f. : RE: KR> Facet #40108 (Doug Rupert) 12. Re: Re: Facets / Vaccum/ Pulse pumps (Phillip Matheson) 13. Re: Forward Pivot KR Canopy (Phillip Matheson) 14. Re: lost power up high (larry severson) 15. Corvar College #8 (Mark Langford) 16. Re: Corvar College #8 (Stephen and Janet Henderson) 17. Re: Weight & Balance (Eduardo Iglesias) 18. Re: Corvar College #8 (Dan Heath) ---------------------------------------------------------------------- Message: 1 Date: Sun, 14 Nov 2004 11:36:35 +0100 From: "Serge VIDAL" Subject: KR> Magnets To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" For that application, I know another good plan: magnet strips, salvaged from a fridge door seal. Just cut them to a practical length. Magnets, too, are pretty messy, so you can line the strips using electrical heat shrink sleeves. Serge Vidal Paris, france "Oscar Zuniga" Envoyé par : krnet-bounces@mylist.net 2004-11-12 18:23 Veuillez répondre à KRnet Remis le : 2004-11-12 18:22 Pour : krnet@mylist.net cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : KR> Using your spare lead for a good purpose Oscar wrote: Here's another one for you. We very often have need to roll out drawings in the field, and it's usually windy. We've taken the magnets from ruined audio speakers and use them to hold down plan drawings on the hood of the truck when the wind is blowing or when the sheets want to roll back up. May not be too useful in the shop unless you have a metal work surface, but there it is. Some of those magnets are pretty darn big, too! _______________________________________ 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: 2 Date: Sun, 14 Nov 2004 12:10:22 +0100 From: "Serge VIDAL" Subject: R?f. : RE: KR> Facet #40108 To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Facet fuel pumps do restrict the flow, and the funny thing is they don't do it evenly. It actually depends on which position the pump plate has when it stops. It's another of these crazy aircraft situations: we use Facets because they are approved by the FAA, and they are approved by the FAA because they have internal bypass... but that internal bypass does restrict the flow considerably. My new engine does not have an engine driven pump, so I installed a single Facet, hoping to get free flow through it. Result: the flow would hardly keep the engine idle when the header tank is low. So, I ordered a nonreturn valve from ASS, and made a bypass. Only to find that gravity from the header is not enough to open the valve. I don't consider two Facets a good option, because you would then have to design a way to detect a failure, so it is more complexity, more weight... and bad practice too. Also, electrical failure becomes critical. So, I will end up making a free bypass around the Facet. I will use two T-junctions, set so as to favor the free flow in, and the Facet out. This way, probably gravity will prevail. The Facet will pump more than enough fuel anyway, so if the loop induces a loss (pumping in circle), well, so be it. If I had time to redo the system, I would go to the nearest junkyard, get hold of a good fuel pump from a reputable Japanese or German made car, and bypass it with large section free flow piping. Bottom line: Facets suck... badly! Serge Vidal Paris, France "Brian Kraut" Envoyé par : krnet-bounces@mylist.net 2004-11-13 03:23 Veuillez répondre à KRnet Remis le : 2004-11-13 03:20 Pour : "KRnet" cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : RE: KR> Facet #40108 Another thing or two to keep in mind when designing fuel systems with the Facet pumps. You shoud have the pump mounted low in the system if possible. I had one mounted on the back of my header tank to transfer fuel from the wings to the header. I did some experimenting first to see if the pump would suck up fuel through a dry line from up that high and it worked fine. In operation a few times after it was installed it refused to suck a prime through the line. A good slip with the wing of the selected tank high would usually be enough to get a prime sucked in the line and start it pumping normally, but mounting the pump lower would be a lot better. The Facet pumps restrict the fuel flow some when not running. I put one on my firewall as a boost pump for the header tank and found that it restricted fuel flow enough when it was not running that I couldn't throtle past half before the engine would start coughing. I measured the fuel flow and then removed the pump and increase the flow by over double what it was going through the pump when it was not running. Keep the odd shortcomings in mind and the pumps work very good. Brian Kraut Engineering Alternatives, Inc. www.engalt.com _______________________________________ 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: Sun, 14 Nov 2004 12:22:30 +0100 From: "Serge VIDAL" Subject: KR> KR performance at high altitude To: KRnet Message-ID: Content-Type: text/plain; charset="us-ascii" I agree, engine power is a seducing answer... but not a good one. I used to operate my KR2 in Johannesburg, South Africa. The field was 5,300' altitude, temperature could add another 2000'+. My aircraft had a 65hp VW engine. The aircraft would fly at gross weight, but then the main issue was the take-off roll, which could exceed 1000m, then the the climb rate, which could fall to 150fpm. So, a lower wing loading would have helped more than a more powerful engine. If I had to build a KR2 with altitude operations in mind, I would first of all go for the new airfoil, increase the wing span, enlarge the rudder, and get more power, but honestly, 80hp is all you need. That's what my new engine pulls, and it gave me more than enough power at that altitude. Can't wait for the first flight near sea level. Serge Vidal Paris, France ------------------------------ Message: 4 Date: Sun, 14 Nov 2004 12:31:32 +0100 From: "Serge VIDAL" Subject: R?f. : Re: KR> Facet #40108 To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Having the same settings, I developed exactly the same doubts. Somebody finally told me that the Facet carb has an overflow valve that prevents flooding. I elected to believe him, and I now sleep better. ;-) Serge Vidal Paris, France "patrusso" Envoyé par : krnet-bounces@mylist.net 2004-11-13 20:04 Veuillez répondre à KRnet Remis le : 2004-11-13 20:09 Pour : "KRnet" cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : Re: KR> Facet #40108 Patrusso wrote: Right now I have gravity feed from header tank to carb. If I added a facet pump on the fire wall,.. low, next to gascolator, could I also have a fuel line by-passing that so that I only have to use it in a pinch? I have a zenith carb,...how do I regulate the fuel pressure to that when using the pump? I worry about flooding or using more fuel than is needed. Right now the gravity works very well, so I am not sure why I need a pump save for the constant doubts I am developing, perhaps by reading too much in these recent discussions. ----- Original Message ----- ------------------------------ Message: 5 Date: Sun, 14 Nov 2004 06:41:01 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: KR> Re: Bottom line: Facets suck... badly!-????????? To: "krnet@mylist.net" Message-ID: <4197444D.000003.01260@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I have to disagree, respectfully. I never knew, or cared that the Facet was approved by the FAA, and still don't. I used one on my first KR and with the pump turned off, the engine would continue to run. Steve Bennett has one on his KR with the carburetor mounted on top of the engine. If the pump is not running, the engine will still be able to pull enough fuel ( sucking carburetor ) to allow it to run up to 2400 rpm. This is why I am installing 2 of them on this plane. If the flow is restricted by half ( assumption ), I will have doubled the capacity for flow, so it should be restricted by none. ( assumption ). I don't think they suck badly at all. Quite the opposite. I think they work very well. I also thought about doing the bypass with a check valve, but was advised of the problem that you found, of not being able to overcome the spring pressure with gravity and not loosing any flow, so discarded the idea and went back to the two pump solution. One thing for sure, your results WILL vary. There is a time for building and a time for FLYING and the time for building has expired. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering YOU Wrote: we use Facets because they are approved by the FAA Serge Vidal Paris, France ------------------------------ Message: 6 Date: Sat, 13 Nov 2004 22:08:52 -0500 From: VIRGIL N SALISBURY Subject: Re: KR> Fibre Glast To: krnet@mylist.net Message-ID: <20041114.064551.2180.0.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii NO, apply at 45Deg for torsion, Wing twist, Virg On Sat, 13 Nov 2004 17:10:21 -0500 "John Lindner" writes: > Everyone: > > I've got another question. Has anyone ever tried purchasing > material from Fibre Glast? They have cloth at half the price of > Wicks. Also, would using one layer of UNI carbon fiber for the wing > skin, applied lengthwise, give sufficient strenght to ward off > twisting? > > Thanks > > John Lindner > jrlindner@comcast.net > > > _______________________________________ > 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: 7 Date: Sun, 14 Nov 2004 08:39:11 -0500 From: "Brian Kraut" Subject: RE: KR> Re: Bottom line: Facets suck... badly!-????????? To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" What I thought of doing before I just realized that I didn't need the pump and removed it is installing an Andair check valve in parallel with the pump. The description in the ACS catalog says "internal shuttle operates with the slightest pressure" and "break out pressre less than 1 PSI" so I am assuming that you will get fairly free flow through it but I have never tried one. The most important thing though is to just measure your fuel flow in a nose up attitude to make sure it is enough and also test the engine at full power on the ground with the nose up and low fuel. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Dan Heath Sent: Sunday, November 14, 2004 6:41 AM To: krnet@mylist.net Subject: KR> Re: Bottom line: Facets suck... badly!-????????? I have to disagree, respectfully. I never knew, or cared that the Facet was approved by the FAA, and still don't. I used one on my first KR and with the pump turned off, the engine would continue to run. Steve Bennett has one on his KR with the carburetor mounted on top of the engine. If the pump is not running, the engine will still be able to pull enough fuel ( sucking carburetor ) to allow it to run up to 2400 rpm. This is why I am installing 2 of them on this plane. If the flow is restricted by half ( assumption ), I will have doubled the capacity for flow, so it should be restricted by none. ( assumption ). I don't think they suck badly at all. Quite the opposite. I think they work very well. I also thought about doing the bypass with a check valve, but was advised of the problem that you found, of not being able to overcome the spring pressure with gravity and not loosing any flow, so discarded the idea and went back to the two pump solution. One thing for sure, your results WILL vary. There is a time for building and a time for FLYING and the time for building has expired. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering YOU Wrote: we use Facets because they are approved by the FAA Serge Vidal Paris, France _______________________________________ 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: 8 Date: Sun, 14 Nov 2004 09:51:53 -0500 From: "Orma" Subject: Re: KR> Weight & Balance To: "KRnet" Message-ID: <008d01c4ca59$7c0ec7a0$b7a6ff44@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original pilot / passenger station position Hello Mark I read Johns reply and agree with him. The rake of the seat will change where the center of the weight is located (You could call it the CG of a sitting body mass). For example a big headed person with a large heavy torso and stick skinny legs could easily move over 100 to 150 pounds aft by several inches by raking the seat back This may seem silly and may not work, but if you were to build a simple seat bottom and back with the same rake angle as the aircraft and then place a section of pipe under it. Next sit on the seat as you would in the aircraft and move the pipe to a location under the seat where you balance. From this you should be able to see just where on your aircraft that same balance spot would be and that is your location. PS I have no engineering expertise and this may all be BS Orma Southfield, MI N110LR celebrating 20 years Flying, flying and more flying http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 9 Date: Mon, 15 Nov 2004 07:41:48 +1100 From: "Martindale Family" Subject: Re: KR> Re: Bottom line: Facets suck... badly!-????????? To: "KRnet" Message-ID: <000401c4ca8a$5e3a6780$cf39ecdc@athlon2400> Content-Type: text/plain; charset="iso-8859-1" The mechanical pump on my Corvair has no trouble sucking fuel up from the wing tanks (in excess of 90 ltr per hour) and in doing so the fuel passes through a Facet 40108 located at the selector. Any restriction to flow is of no consequence. I use the latter only to prime/push fuel in an emergency and have a second pump parallel to the mechanical for redundancy. Viz: Left-----|------Right | Selector | Facet 1 | Gascolator | | Facet 2 Mech | | Carburettor The Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 email: johnjanet@optusnet.com.au ------------------------------ Message: 10 Date: Sun, 14 Nov 2004 16:13:40 -0500 From: "Doug Rupert" Subject: RE: KR> Fibre Glast To: "'KRnet'" Message-ID: <000001c4ca8e$d781c7b0$496cd1d8@office> Content-Type: text/plain; charset="us-ascii" I myself am facing this stage and have investigated a supplier here in Canada that sells various composite materials. Having studied the mechanical properties stated in the catalogue as well as various opinions regarding the subject from the Digest, I have decided upon "S-Glass" for it's superior properties, heat resistance, weight and such. I ruled out carbon fiber as I plan on having all antennae inside the wing or airframe structure as needed to cut down drag as much as practical. I plan on laminating the main spar with Kevlar 49 even though I'm sure it is fine the way it is. This is purely a personal preference as an added safety factor. Seems the older we get the more conscious we become about our personal safety. Over the years I have had the rather discomforting experience of getting caught in clear air turbulence as well as wing tip vortices of heavy aircraft that have long departed the area. Luckily I managed to survive these encounters but the stresses these aircraft were forced to endure made a lasting impression. "S-Glass has 15% more stiffness and 30% more tensile strength of traditional "E-glass" and maintains these qualities up to 1500 degrees F. It also has superior impact resistance and is compatible with all resins. It is advertised that one lamination of S-Glass can replace several laminations of traditional E-Glass and is therefore lighter. Comments? Doug Rupert ------------------------------ Message: 11 Date: Sun, 14 Nov 2004 16:13:40 -0500 From: "Doug Rupert" Subject: RE: R?f. : RE: KR> Facet #40108 To: "'KRnet'" Message-ID: <000101c4ca8e$daf1e830$496cd1d8@office> Content-Type: text/plain; charset="iso-8859-1" Small question here from the peanut gallery. Gentlemen, why do we worry about what the FAA has to say regarding fuel pumps when we operate Experimental class aircraft? Wouldn't it be a wiser choice to go with the mechanical pump on the engine with a Stewart Warner electric fuel pump for takeoff as well as backup if the mechanical should fail? I have personally used these electric fuel pumps for years in race cars (road racing type) and have never experienced a problem even though I've completely eliminated the mechanical pump for weight savings. To me it would seem logical to place a fuel pressure gauge in the line between the pump and carburetor which would give and immediate indication of a pump problem long before the engine started to sputter or possibly fail. It would be a simple matter to place a "T" in the fuel line where it exits to mechanical pump as well as check valves in each line to insure the pumps aren't working against each other. My opinion only and any other suggestions would be welcome. Doug Rupert ------------------------------ Message: 12 Date: Mon, 15 Nov 2004 10:26:31 +1100 From: "Phillip Matheson" Subject: Re: KR> Re: Facets / Vaccum/ Pulse pumps To: "KRnet" Message-ID: <003401c4caa1$5ff391c0$f130ddcb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" On Large ride on Mowers and certain Machinery you find a fuel pump that works on a diaphragm and works on the crank case pulse, a hose from the crank case to the pump mounted on the side of the engine ?supplies a pulse to operate these pumps. Would something like this work instead of a engine driven fuel pump ( for those engines not fitted with a engine pump) with a facet as a back up for Take off / land or emergency>?? Phillip Matheson matheson@dodo.com.au Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ See my KR Construction web page at http://mywebpage.netscape.com/FlyingKRPhil/VHPKR.html ------------------------------ Message: 13 Date: Mon, 15 Nov 2004 11:47:26 +1100 From: "Phillip Matheson" Subject: Re: KR>Forward Pivot KR Canopy To: "KRnet" Message-ID: <006b01c4caac$adc41130$f130ddcb@StationW2k04> Content-Type: text/plain; charset="iso-8859-1" I have added a new page to my web pages. It is a KR2 owned by a retired Builder in Australia. Reg built his own mould and made his own KR canopy. He then made it PIVOT forward onto the front deck , on four pivot rods. I hope the page works ok, it does for me. Please let me know. http://mywebpage.netscape.com/flyingkrphil/Regindex.html I have also fixed ( I hope) the 12 inch Flap page at http://mywebpage.netscape.com/flyingkrphil/WingFlapsindex.html Phillip Matheson matheson@dodo.com.au Australia VH PKR See our engines and kits at. http://www.vw-engines.com/ http://www.homebuilt-aviation.com/ See my KR Construction web page at http://mywebpage.netscape.com/FlyingKRPhil/VHPKR.html ------------------------------ Message: 14 Date: Sun, 14 Nov 2004 16:52:27 -0800 From: larry severson Subject: Re: KR> lost power up high To: KRnet Message-ID: <5.2.1.1.0.20041114165135.0320ca20@pop-server.socal.rr.com> Content-Type: text/plain; charset="us-ascii"; format=flowed Rod Machado's books say that you will lose 3%/1000 ft. At 08:54 AM 11/13/2004 -0600, you wrote: >At 07:37 AM 11/13/04 -0600, you wrote: > > > > > > According to the Cessna pilot handbooks of operation for the common > >152, 172 variety, the normally aspirated avaition engines seem to > >lose roughly about 1% of horsepower per 1,000 feet of increase in > >altitude. > >>Colin & Bev Rainey > >+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > >In my earlier post I didn't take in to account that you could go to >full rated RPM at 10,000 feet to produce more HP but I still find it >hard to believe that you can produce 90% power at 10,000 feet , even at >max RPM, with only 65% MP. Just a gut feel here. I'll not let >scientific fact get in the way. :-) > >Larry Flesner Larry Severson Fountain Valley, CA 92708 (714) 968-9852 larry2@socal.rr.com ------------------------------ Message: 15 Date: Sun, 14 Nov 2004 19:03:53 -0600 From: "Mark Langford" Subject: KR> Corvar College #8 To: "KRnet" Cc: Corvair engines for homebuilt aircraft Message-ID: <017501c4caae$fa1580d0$1202a8c0@basement> Content-Type: text/plain; charset="iso-8859-1" KRnetHeads, I got back from Corvair College today. It was another great one, with a whole bunch of people building Corvair engines, and a few being torn down to begin the process. I'm guessing at least twenty were built this weekend, and several were run on the test stand. I'll probably do a web page on it eventually, but for now there are two pictures I want to throw out there. One is of the three KRs that were there, which is a record for Corvair powered KRs. See http://home.hiwaay.net/~langford/corvair/cc2004/041113149m.jpg , with Steve Makish, Bob Lester, and Bill Clapp, left to right. Also, Jack Cooper got his beautiful engine running on William's test stand before nightfall last night, as shown at http://home.hiwaay.net/~langford/corvair/cc2004/041113347m.jpg , with Mike Hyers helping a lot. Here Jack is shown checking the rpm with an optical tach. Glenda also showed up and worked on her engine, although she already had a great head start on it. She also brought a VW Type 1 in airplane configuration for dyno testing later on. There were several other KR builders there as well, building up future KR engines. Maybe some of them will throw some more pictures out there. I suspect this will become a big Corvair FLYIN as well as engine building experience, as more "graduates" return with their flying airplanes. I'll be there next year, weather permitting. Now, back to work... Mark Langford, Huntsville, Alabama N56ML "at" hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Message: 16 Date: Sun, 14 Nov 2004 20:08:08 -0500 From: "Stephen and Janet Henderson" Subject: Re: KR> Corvar College #8 To: "KRnet" Message-ID: <007101c4caaf$92624da0$0f02a8c0@laptop> Content-Type: text/plain; charset="iso-8859-1" Mark, I took some photos of all three of the KR's at that Corvair college yesterday. If you would like, I can email them to you so that you can see if there is anything that you might want to post on your site. Thank you, Steve Henderson ----- Original Message ----- From: "Mark Langford" To: "KRnet" Cc: "Corvair engines for homebuilt aircraft" Sent: Sunday, November 14, 2004 8:03 PM Subject: KR> Corvar College #8 > KRnetHeads, > > I got back from Corvair College today. It was another great one, with > a whole bunch of people building Corvair engines, and a few being torn > down to > begin the process. I'm guessing at least twenty were built this > weekend, and several were run on the test stand. I'll probably do a > web page on it eventually, but for now there are two pictures I want > to throw out there. One is of the three KRs that were there, which is > a record for Corvair powered KRs. See > http://home.hiwaay.net/~langford/corvair/cc2004/041113149m.jpg , with Steve > Makish, Bob Lester, and Bill Clapp, left to right. Also, Jack Cooper > got his > beautiful engine running on William's test stand before nightfall > last night, as shown at > http://home.hiwaay.net/~langford/corvair/cc2004/041113347m.jpg , with > Mike Hyers helping a lot. Here Jack is shown checking the rpm with an > optical tach. Glenda also showed up and worked on her engine, > although she already > had a great head start on it. She also brought a VW Type 1 in > airplane configuration for dyno testing later on. There were several > other KR builders there as well, building up future KR engines. Maybe > some of them will throw some more pictures out there. > > I suspect this will become a big Corvair FLYIN as well as engine > building experience, as more "graduates" return with their flying > airplanes. I'll be > there next year, weather permitting. Now, back to work... > > 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 ------------------------------ Message: 17 Date: Sun, 14 Nov 2004 22:42:56 -0300 From: "Eduardo Iglesias" Subject: Re: KR> Weight & Balance To: "KRnet" Message-ID: <002101c4cab4$6ed62af0$886e55c8@iglesias> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original I heard that the CG of the pilot (in a normal position) is rigt in the tummy buton. Ths postionin the KR is arround the normal. I think. Eduardo ----- Original Message ----- From: "Mark Jones" To: "KR Net" Sent: Saturday, November 13, 2004 11:11 PM Subject: KR> Weight & Balance > Those of you flying the KR-2S, out of curiosity, where do you consider > the > pilot / passenger station position to be located between the rear side of > the front center spar and the forward side of the rear center spar. In > other words, if you took your pilot / passenger datum, at what point in > the range between the spars does it measure out to? > > 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 > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > --- > [This E-mail scanned for viruses by Declude Virus] > > --- [This E-mail scanned for viruses by Declude Virus] ------------------------------ Message: 18 Date: Sun, 14 Nov 2004 22:11:39 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Corvar College #8 To: "krnet@mylist.net" Message-ID: <41981E6B.000007.03556@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I can bet that Jack is one happy person. I am suprised that we have not heard a big YYYYYYEe,, well you know, out of him yet. Were any of the KRs, KR2 or are they all 2S? There is a time for building and a time for FLYING and the time for building has expired. See N64KR at http://KR-Builder.org - Then click on the pics Daniel R. Heath - Columbia, SC See you in Mt. Vernon - 2005 - KR Gathering ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 346, Issue 207 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================