From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 214 Date: 5/29/2005 9:00:19 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: A&P (Lee Van Dyke) 2. Re: A&P inspection (Lee Van Dyke) 3. Re: another flight (Orma) 4. RE: ground effect and stall speed? (Stephen Jacobs) 5. Re: ground effect and stall speed? (Donald Reid) 6. Perfect Landings in a KR (Dan Heath) 7. Re: Perfect Landings in a KR (Martindale Family) 8. Re: ground effect and stall speed? (Mark Langford) 9. Re: Canopy update (Mark Langford) 10. Re: Canopy update (Dan Heath) 11. Re: Canopy update (Mark Langford) 12. Gathering flyby's (larry flesner) 13. (no subject) (patrusso) 14. Re: another flight (Ryan) 15. Timing (Dan Heath) 16. timing (phil brookman) 17. mag timing (Don Chisholm) 18. Re: Timing (Orma) 19. timing (phil brookman) 20. Wanted a Kr-1 cowl (Ryan) 21. Re: another flight (Barry Kruyssen) 22. static port correction? (Mark Langford) 23. Re: static port correction? (Rick Human) ---------------------------------------------------------------------- Message: 1 Date: Sat, 28 May 2005 21:08:52 -0700 From: "Lee Van Dyke" Subject: Re: KR> A&P To: "KRnet" Message-ID: <002001c56404$1f8b3230$6601a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Thank you , I will get it off AOPA Lee ----- Original Message ----- From: "Colin & Bev Rainey" To: Sent: Saturday, May 28, 2005 4:18 PM Subject: KR> A&P > There is a good one that is an example annual in Part 43 of the regs, > that they are supposed to use for certified planes. If you do not have a copy of Part 43 you can either download it off AOPA, the FAA website or let me know and I will scan it in and email it. > Colin > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > 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: Sat, 28 May 2005 21:10:01 -0700 From: "Lee Van Dyke" Subject: Re: KR> A&P inspection To: "KRnet" Message-ID: <002b01c56404$551a9760$6601a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Thank you Mark, I hope they can save the information. Lee ----- Original Message ----- From: "Mark Jones" To: "KRnet" Sent: Saturday, May 28, 2005 4:06 PM Subject: Re: KR> A&P inspection > Lee, > My computer is being repaired and I hope we are able to save all the > info I > had on the hard drive. If so, I will get it to you soon. > > Mark Jones (N886MJ) > Wales, WI > Web Page: http://mywebpage.netscape.com/n886mj > E-Mail: flykr2s@wi.rr.com > ----- Original Message ----- > From: "Lee Van Dyke" > > > Netters, > > > > I asked Mark for this but his computer crashed... I'm looking for a basic > checklist for the A&P to look over as he inspects my plane. Does > anybody have something like this??? > > > > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > > ------------------------------ Message: 3 Date: Sun, 29 May 2005 01:47:58 -0400 From: "Orma" Subject: Re: KR> another flight To: "KRnet" Message-ID: <00c701c56411$f8a32430$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hi Mark That was another great feedback article. I sometimes put a lot of weeks between flights and find that I have to concentrate to and practice to get my landings acceptable. I would only offer one suggestion to you. Practice the landing at altitude and continue to slow the aircraft all the way to the 1.3 times stall speed. Get intimate with the planes ability to fly slow. Practice speed changes going from pattern speed to 1.3 X Stall. This is the same practice we did when first learning to fly a Cessna. I am not certified to train anyone, but this practice helps me after a long layoff from flying. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 4 Date: Sun, 29 May 2005 07:50:49 +0200 From: "Stephen Jacobs" Subject: RE: KR> ground effect and stall speed? To: "'KRnet'" Message-ID: <000001c56412$614bbe70$a164a8c0@stephen> Content-Type: text/plain; charset="us-ascii" Does anybody know if ground effect lowers your stall speed? +++++++++++++++++++ I always believed that it did not, so I was surprised to read the compelling evidence from John M, viz., "Mine actually lifts off at 37 knots in ground effect and will fly a foot or so above the ground however stall at altitude is at about 42 knots". I suspect that the TAS does not change, but the IAS does due to the ground effect on airflow around the pitot. Would be interesting to hear from the KR that has the pitot on top of the Fin. For your purposes right now, I guess the best answer is yes - what you will see on the ASI will be lower in ground effect (compared to readings observed at altitude). What have you decided regarding the canopy latch and the turtle deck attachments? Good luck Steve J ------------------------------ Message: 5 Date: Sat, 28 May 2005 20:33:32 -0400 From: Donald Reid Subject: Re: KR> ground effect and stall speed? To: KRnet Message-ID: <6.1.0.6.2.20050528202358.01ba1058@mail.peoplepc.com> Content-Type: text/plain; charset="us-ascii"; format=flowed At 05:57 PM 5/28/2005, you wrote: >Does anybody know if ground effect lowers your stall speed? I would >think >so, at least some small amount, but I don't know for sure. If so, how much? Technically speaking, the stall speed decreases asymptotically to zero the closer you get to the ground but you will never see that in a practical case. The coefficient of lift does not continue to increase at the same rate and positive sink rate means you eventually come down. In the practical case, the stall speed will be as much as 1/2 the normal stall. That is one reason that you can lift off so far behind the power curve and not be able to climb out. Don Reid - donreid "at" peoplepc.com Bumpass, Va Visit my web sites at: AeroFoil, a 2-D Airfoil Design And Analysis Computer Program: http://aerofoilengineering.com KR2XL construction: http://aerofoilengineering.com/KR/KR2XL.htm Aviation Surplus: http://aerofoilengineering.com/PartsListing/Airparts.htm EAA Chapter 231: http://eaa231.org Ultralights: http://usua250.org VA EAA State Fly-in: http://vaeaa.org ------------------------------ Message: 6 Date: Sun, 29 May 2005 05:39:36 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: KR> Perfect Landings in a KR To: Message-ID: <42998DD8.000005.04456@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Mark L, Thank you for referring to: http://members.socket net/~jfaughn/kr/uniquepartsofmykr/kr_landing.html by Jim Faughn. I read this some time ago, but as I read it again, I realize that those of us who are getting ready for that first flight, should read it many times, until it is cemented into our brain and transferred to our muscle memory. This account is EXACTLY what I remember about the way I used to land my KR. Jim talks about PATIENCE. I think that is the KEY word. When we run out of it, is when we begin to make the EXCEPTIONS that he talks about. EVERY time I made an exception, I paid for it. I did not realize, when I read this before, how much the same, his account was, to the way I had to land mine. I did not expect this, because my KR was quite a bit different from his, but I guess it makes little difference. I think there is one typo, where he writes about keeping the nose up during roll out. I think he meant to say keep the TAIL up. My one rule, and one I paid heavily for when I did not heed it, was to keep the tail up until it would no longer stay up on it's own. I am writing this because some out there may think that their KR is so different that they don't need to follow these instructions. I strongly urge you to follow the instructions at least until you are so familiar with your plane that you can play around and experiment without getting into trouble. When I sold my first KR, I explained all this to the new owner. He was making good landings until some of the airport guys convinced him that he should not land a plane like that and that he should be following a more conventional method. On the next landing, he broke the plane. See you in Mt. Vernon - 2005 - KR Gathering See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC -------Original Message------- Yes, I flew it again, and lived to tell about it. There are a few details at http://home.hiwaay.net/~langford/first_flights/subsequent.html ... ------------------------------ Message: 7 Date: Sun, 29 May 2005 20:13:01 +1000 From: "Martindale Family" Subject: Re: KR> Perfect Landings in a KR To: "KRnet" Message-ID: <001201c56436$ff029ca0$cfbd1fd3@athlon2400> Content-Type: text/plain; charset="iso-8859-1" My one rule, and one I paid heavily for when I did not heed it, was to > keep the tail up until it would no longer stay up on it's own. > I reckon it's all about an instinctive urge to protect one's prop and thus a reluctance to gut push that stick forward which is necessary to kill the lift. I am as guilty of this as anyone. Gotta get over it through practice :-) John The Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 email: johnjanet@optusnet.com.au ------------------------------ Message: 8 Date: Sun, 29 May 2005 07:23:02 -0500 From: "Mark Langford" Subject: Re: KR> ground effect and stall speed? To: "KRnet" Message-ID: <070501c56449$288c9820$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Steve Jacobs wrote: > What have you decided regarding the canopy latch and the turtle deck > attachments? I think my latches will be OK, but their attachment to the canopy frame is still suspect. I plan to epoxy an aluminum angle over the edge of the frame and connect the latch to it, rather than to the "post" that I have running into the frame now. I'd been thinking about running two layers of glass tape from the decks down to overlap the top longeron, mainly to keep water out and air in, so if I locally (at each end) make them out of three layers of carbon fiber and screw them into bosses at each end (epoxied just below the longeron) I won't worry about them any more... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 9 Date: Sun, 29 May 2005 07:29:19 -0500 From: "Mark Langford" Subject: Re: KR> Canopy update To: "KRnet" Message-ID: <070a01c5644a$099cddc0$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Phil wrote: > I forgot to ask, Can I drill and bolt the hinge through the frame and > canopy, to save on extra build up of Carbon fibre to the hinge area?? > Would the holes need to be larger than the bolts through the Perspex > even when it is coated with C/Fibres and glass on both sides????? I'm not sure if I understood enough about the first question to answer it. But I wouldn't put a hole thorough the acrylic and use it to bolt it to the hinges, even with reinforcement on both sides. I've just heard too many stories of canopies cracking around these holes (even just drilling them) to risk it. I'd gladdly add another ounce of carbon fiber to spread that load around and remove that stress riser from that expensive (and labor intensive) piece of plastic. If I were going to build my canopy again, I'd use the Banbi method like John Martindale did (see http://home.hiwaay.net/~langford/jmartindale/ ). This is stronger than the way I did it, leaves full room up front for a baggage area (which would help counteract a passenger's aft CG), and the loads are a long way from the canopy itself. And it would be far easier to build. Just duct tape over the longerons, clamp about three quarter inch strips of laminated spruce to the longeron and let cure, build the hinge mechanism and connect it before breaking the spruce loose from the duct tape, and then build the canopy onto the top of it. That way it'd be a perfect fit, and it would be a real piece of cake to remove the canopy. Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 10 Date: Sun, 29 May 2005 08:39:24 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> Canopy update To: Message-ID: <4299B7FC.000009.04456@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I wonder how much air gets in through the gap between the bambi arms and the forward deck? See you in Mt. Vernon - 2005 - KR Gathering See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC -------Original Message------- If I were going to build my canopy again, I'd use the Banbi method like John Martindale did (see http://home.hiwaay.net/~langford/jmartindale/ ). ------------------------------ Message: 11 Date: Sun, 29 May 2005 07:46:40 -0500 From: "Mark Langford" Subject: Re: KR> Canopy update To: "KRnet" Message-ID: <071201c5644c$75ca2000$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" > I wonder how much air gets in through the gap between the bambi arms > and the > forward deck? Maybe enough to keep the pilot cool! I'd think you could build that pretty airtight if you tried. It looks like John's ought to work OK. Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 12 Date: Sun, 29 May 2005 08:03:45 -0500 From: larry flesner Subject: KR> Gathering flyby's To: KRnet Message-ID: <3.0.6.32.20050529080345.0081e4d0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >Hello Larry >Remembering from last year, while the KR's are in the pattern we must remain civil and not do certain things. >Orma >+++++++++++++++++++++++++++++++++++++++++++++++++++++++ It wasn't speed that was the problem on the fly-bys, it was Marty's arrival. I happened to be walking by a corporate twin on the ramp as Marty came buzzing over the ramp and terminal building at 200mph and 100 feet. The corp pilot said "hey, who is that dumb s.o.b."? I explained that Marty had not been briefed yet and that I would handle the situation. That was the only problem for the entire event. It would be interesting though to see how radar would compare to out ASI's. Larry Flesner ------------------------------ Message: 13 Date: Sun, 29 May 2005 14:59:28 -0400 From: "patrusso" Subject: KR> (no subject) To: Cc: KRnet Message-ID: <001601c56480$8a876e10$6ba772d8@patrusso> Content-Type: text/plain; charset="iso-8859-1" Plane looks GREAT. Let me tell you why I think you made a great choice on the spinner. I have the very same rather soft nosed shape of spinner with the gentle lower portion faired close to the bottom of the cowl. On my maiden flight just a few months ago, on the third landing, I touched down a bit further down the runway than i wanted (rough grass strip), hit a rut in the runway, the plane bounced into the air, I pushed down a bit to abruptly on the stick and the nose hit the ground, breaking the prop, ...BUT..the nose didn't dig into the ground. The plane merrily slid straight down the runway on the bottom of the bowl and cowling, doing very little damage to the plane,...loads of damage to my ego! ------------------------------ Message: 14 Date: Sun, 29 May 2005 14:46:52 -0700 From: "Ryan" Subject: Re: KR> another flight To: Message-ID: <005301c56497$ed239aa0$8cdb4a42@san.rr.com> Content-Type: text/plain; charset="iso-8859-1" Mark, I practice "Minimum control airspeed" at a safe altitude. When you can do this with no loss of altitude then you are ready to land as slow as practical. I use my indicated airspeed at that angle for practice, not calculated,true or GPS speeds only indicated airspeed. As you know your actual airspeed will not be accurate at that angle of attack on the pitot tube. How long is your runway? I also practice flying in ground effect the length of runway and land each time as part of my skills at slow flight. Regards, Ryan N2XV San Diego,Ca. EAA Ch.14 ------------------------------ Message: 15 Date: Sun, 29 May 2005 18:07:26 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: KR> Timing To: Message-ID: <429A3D1E.00000D.03828@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" We have an auto timing light that connects to the battery and the plug. Does anyone know if this can be used to time the magneto, dynamically? Is there a tool that goes between the plug and wire that gives you a place to connect the timing wire? See you in Mt. Vernon - 2005 - KR Gathering See N64KR at http://KR-Builder.org - Then click on the pics There is a time for building and a time for FLYING and the time for building has expired. Daniel R. Heath - Columbia, SC ------------------------------ Message: 16 Date: Sun, 29 May 2005 23:35:53 +0100 From: "phil brookman" Subject: KR> timing To: Message-ID: <00da01c5649e$c5cf8890$73a51352@philljl2re6t9i> Content-Type: text/plain; charset="iso-8859-1" hi dan funnily enough we have just been playing with timing with a sttrobe .seems a good way of doing it as i believe the advance is all done by about 550 rpm on the mag , we scibed a white line on the crankcase half and a line on the spiinner back plate . spiinner plate is good cos you can work out the angle that you want and its easier to see on a larger circle so you should be more accurate scribe a white line and fire the strobe our strobe just connects between plug and cap. phil -------------- next part -------------- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.322 / Virus Database: 266.11.17 - Release Date: 25/05/2005 ------------------------------ Message: 17 Date: Sun, 29 May 2005 18:51:20 -0400 (EDT) From: Don Chisholm Subject: KR> mag timing To: krnet@mylist.net Message-ID: <20050529225120.49269.qmail@web88010.mail.re2.yahoo.com> Content-Type: text/plain; charset=us-ascii your timing light might work it's one you'd have to try on the chance that you fry the coil in the mag. If you don't want to take the chance, get a piezo buzzer from Radio Shack part #273-065 or 273-066 ( about $3) and a 9 volt battery same as you use in a smoke detector and wire between the P lead and ground. when the mags points open the tone of the buzzer will change signaling when the points open. That is when you get high voltage to fire the plug on the cylinder that you set your timing to ------------------------------ Message: 18 Date: Sun, 29 May 2005 18:54:43 -0400 From: "Orma" Subject: Re: KR> Timing To: "KRnet" Message-ID: <011601c564a1$68360490$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Dan I don't see any reason why it can't be done. Caution!!! If this procedure is accomplished with the prop installed, it puts the operator of the timing light in close proximity to the turning prop which can kill.!!!!! As for a special tool, I assume that you are using a standard aviation ignition harness and I don't know of any tool to accomplish the task. You could probably make one using a small diameter tube to fit inside the plug on that end and have a large enough inside diameter to allow the plug lead spring to sit inside of it, thus giving you a place to clamp to the plug. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 19 Date: Mon, 30 May 2005 00:18:48 +0100 From: "phil brookman" Subject: KR> timing To: Message-ID: <011601c564a4$c46821a0$73a51352@philljl2re6t9i> Content-Type: text/plain; charset="iso-8859-1" hi dan , we have same plugs you could put a nail in or something a bit of tape wrapped around same with spring end just tape it up no problem p -------------- next part -------------- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.322 / Virus Database: 266.11.17 - Release Date: 25/05/2005 ------------------------------ Message: 20 Date: Sun, 29 May 2005 16:43:03 -0700 From: "Ryan" Subject: KR> Wanted a Kr-1 cowl To: Message-ID: <003901c564a8$28219520$8cdb4a42@san.rr.com> Content-Type: text/plain; charset="iso-8859-1" I am in San Diego, Ca. and looking for a engine cowl. Ryan rryan@san.rr.com ------------------------------ Message: 21 Date: Mon, 30 May 2005 09:49:38 +1000 From: "Barry Kruyssen" Subject: Re: KR> another flight To: "KRnet" Message-ID: <034f01c564a9$152a46f0$f400a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" Hi Mark, Great to see you flying. My pre first flight briefing was done by a 70+ year old crop duster, fly anything with wings type, pilot and instructor. He is 6'5" and doesn't fit in my KR2 :-( His main advice was to learn tail dragger flying, fly from a grass strip, even if it's beside the sealed strip. Grass is more forgiving, more drag, slight side ways movement doesn't bite you as hard, grass doesn't have the same heat rising causing you to float, etc, etc, etc. And fly half the length of the strip at just ABOVE stall speed as low as you can and then power away and do it again and again and again and again.................till you can do it smoothly. I practiced this in a Tomahawk prior to my first flight (that was the only aircraft available to hire), and intended to do this on my first flight in the KR2, but it felt so right I just let it land. I have since done this many, many, many times in all sorts of weather, getting a little too low sometimes and gently bumping the ground every now and then. And his last piece of advice was to check your grip in the stick at 100 feet, don't be strangling it subconsciously. And remember, you already know how to fly, the plane knows how to fly, so don't fight it, let it happen at it's own pace, don't rush it on to the ground. This worked for me with my very low hours and I'm no expert, These words of wisdom may help you (and others), or at least get us thinking. regards Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://www.users.bigpond.com/kr2/kr2.htm ----- Original Message ----- From: Mark Langford Yes, I flew it again, and lived to tell about it. There are a few details at http://home.hiwaay.net/~langford/first_flights/subsequent.html ... ------------------------------ Message: 22 Date: Sun, 29 May 2005 19:06:36 -0500 From: "Mark Langford" Subject: KR> static port correction? To: "KRnet" Message-ID: <07ba01c564ab$728e97e0$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Could one of you A&P types (or anybody else that knows) answer something for me? My static system is off a tad, and I've read somewhere that you can adjust the static port to compensate for either low or high pressure areas by locating a block or bump or something either in front of or behind the port (sort of like the o-ring trick on a static tube). Since my static ports are located back on the fuseage between wing and tail, I assume they are in a low pressure area, and therefore the block should be behind the hole, but somebody is welcome to correct me. I've done that with some welding rod and tape (see http://home.hiwaay.net/~langford/05052901m.jpg , and the holes are punched out through the tape), but my new buddy the A&P says he's seen an "official" hour glasses shape block on a static port before, presumably for the same purpose. He admitted to not being an expert, however. A squarish block would be more effective, if the error is that great. I guess what I'm asking is are there any guidelines as to the thickness and location of the block or hour-glass shaped thing? I'd like for the airpseed and altimeter (as well as transponder encoder) to be a little closer to correct next time I fly it, if possible. In other news, I did some work on the plane today and freed up a slightly binding aileron, among other things, so it's just about ready to fly again, but the weather is going to stink for the next week or so. Bill Clapp will probably not make it due to the weather, so I'm studying landing procedures in hopes of handling it myself... Thanks, Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 23 Date: Sun, 29 May 2005 21:10:55 -0500 From: "Rick Human" Subject: Re: KR> static port correction? To: "KRnet" Message-ID: <002501c564bc$d04ccad0$7dd1dacf@hpjxij3s2uk3q6> Content-Type: text/plain; charset="iso-8859-1" Mark - I'm not an A&P but you may be referring to Vaughan Askue's "Flight Testing Homebuilt Aircraft" (Iowa State University Press) he has a chapter on Pitot-Static systems and on pg. 124 talks about placing "Dams" around the static ports for corrections - the dams only have to .010" high and one in front of the port will increase the indicated airspeed, behind will reduce the indicated airspeed. Rotating the dam will bias the effect allowing you to "tune" the airspeed. Maybe that's why the "hour glass" on the certified product. ----- Original Message ----- From: "Mark Langford" To: "KRnet" Sent: Sunday, May 29, 2005 7:06 PM Subject: KR> static port correction? > Could one of you A&P types (or anybody else that knows) answer > something for me? My static system is off a tad, and I've read somewhere that you can adjust the static port to compensate for either low or high pressure areas by locating a block or bump or something either in front of or behind the port (sort of like the o-ring trick on a static tube). Since my static ports are located back on the fuseage between wing and tail, I assume they are in a low pressure area, and therefore the block should be behind the hole, but somebody is welcome to correct me. I've done that with some welding rod and tape (see http://home.hiwaay.net/~langford/05052901m.jpg , and the holes are punched out through the tape), but my new buddy the A&P says he's seen an "official" hour glasses shape block on a static port before, presumably for the same purpose. He admitted to not being an expert, however. A squarish block would be more effective, if the error is that great. I guess what I'm asking is are there any guidelines as > I'd like for the airpseed and altimeter (as well as transponder > encoder) to be a little closer to correct next time I fly it, if possible. In other news, I did some work on the plane today and freed up a slightly binding aileron, among other things, so it's just about ready to fly again, but the weather is going to stink for the next week or so. Bill Clapp will probably not make it due to the weather, so I'm studying landing procedures in hopes of handling it myself... > > Thanks, > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford email to > N56ML "at" hiwaay.net > -------------------------------------------------------------- > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 214 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================