From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 215 Date: 5/30/2005 3:44:22 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. Project Update (Dean Cooper) 2. Re: Belly board mounting (Ralph H Snyder) 3. Re: Canopy update (Martindale Family) 4. R?f. : KR> to serge vidal (Serge VIDAL) 5. to serge videl (phil brookman) 6. R?f. : KR> to serge videl (Serge VIDAL) 7. Re: Belly board mounting (Barry Kruyssen) 8. FAA bans drug use. (Mark Jones) 9. Re: FAA bans drug use. - get ready for the law suits. (Dan Heath) 10. Re: EFS-2 to EFS-3 (Mark Jones) 11. weight (Jaco Swanepoel) 12. Re: FAA bans drug use. (Dennis Mingear) 13. old tires (robert clark) 14. Re: Re: EFS-2 to EFS-3 (Orma) 15. Re: old tires (Orma) 16. Re: Re: EFS-2 to EFS-3 (Mark Jones) 17. Re: old tires (Mark Jones) 18. Re: old tires (Brian G. Douglas) 19. Re: old tires (Brian G. Douglas) 20. Re: old tires (Orma) 21. RE: Perfect Landings in a KR (Jim Faughn) 22. Landings (Colin & Bev Rainey) ---------------------------------------------------------------------- Message: 1 Date: Mon, 30 May 2005 00:35:11 -0400 From: "Dean Cooper" Subject: KR> Project Update To: "KRnet" Message-ID: <06d101c564d0$f760d260$1102a8c0@HOMEOFFICE> Content-Type: text/plain; charset="iso-8859-1" Netters, It's been quite today. Hope everyone is enjoying their Memorial Day weekend (USA). I spent some time today updating my website with some backlog of pics. As for project updates, I recently purchased a corvair motor that has already been converted for aircraft use and was supposedly built by WW. I'm planning to drop down to WW's hanger at some point this summer and have him a take a look. Everything on it looks good to me, but I'm relatively new to Corvairs. Other updates on the website include the detail for my Canopy at: http://www.geocities.com/djramccoop1/Canopy.html and the detail for my canopy hinges at: http://www.geocities.com/djramccoop1/Canopy_Hinge.html Hope all is well in KR land. I do believe we are in double digit days until the Gathering. Hope to see everyone in Mt. Vernon! Dean Cooper Jacksonville, FL USA Email me at dean_cooper@bellsouth.net See Corvair powered KR Project at www.geocities.com/djramccoop1/KR2_Home.html ------------------------------ Message: 2 Date: Mon, 30 May 2005 00:21:28 -0700 From: Ralph H Snyder Subject: Re: KR> Belly board mounting To: krnet@mylist.net Message-ID: <20050530.002130.-3835019.0.ralphndori@juno.com> Content-Type: text/plain; charset=us-ascii Mark I like the looks of your installation, but that would completely close off my luggage compartment behind the rear spar. I was thinking of mounting it between the 2 spars on a 1" x 2" reinforcement across the floor board. Could any one tell me if this will give me the strength that I will need to support the belly board? Ralph Snyder Burbank CA ralphndori@juno.com On Sat, 28 May 2005 16:54:49 -0500 "flykr2s" writes: > Ralph, > Check out my system, It works perfect. You should really have it > mounted to > the rear spar for strength. The front spar is too far forward. mine > is on > the front side of the rear spar. Here is a link to my details. > http://mywebpage.netscape.com/n886mj/bellyboard.html > > Mark Jones (N886MJ) > Wales, WI > > ----- Original Message ----- > From: "Ralph H Snyder" > To: > Sent: Saturday, May 28, 2005 4:34 PM > Subject: KR> Belly board mounting > > > > I want to mount the belly board between the front and rear spar. > I can't > > mount it behind the rear spar because that is my luggage > compartment. I > > searched 235 messages in the archives and only 2 were mounted > ahead of > > the rear spar. One was 4" behind the front spar and the other was > > somewhere in between the spars. Has someone mounted it in between > > the spars? How well did it work, > and > > how was the stability? > > Thanks for any information > > > > Ralph Snyder > > Burbank CA > > ralphndori@juno.com > > > > _______________________________________ > > 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 > > > > > > _______________________________________ > 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 > > Ralph Snyder Burbank CA ralphndori@juno.com ------------------------------ Message: 3 Date: Mon, 30 May 2005 18:10:49 +1000 From: "Martindale Family" Subject: Re: KR> Canopy update To: "KRnet" Message-ID: <003f01c564ef$171460e0$cfbd1fd3@athlon2400> 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? Hi Dan As much as you want really. I have mine sealed with some of that furry door seal stuff. I don't guarantee heavy rain though...I've yet to experience it to find out. Thanks for the kind words Mark. John The Martindale Family 29 Jane Circuit TOORMINA NSW 2452 AUSTRALIA phone: 61 2 66584767 email: johnjanet@optusnet.com.au ------------------------------ Message: 4 Date: Mon, 30 May 2005 10:29:36 +0200 From: Serge VIDAL Subject: R?f. : KR> to serge vidal To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Hi, Phil. Yes, I am in France. I am not sure I understand your request. Which insurance are you talking about? Liability for a flightworthy aircraft, or for a hangared project? Serge Serge VIDAL Program Manager - Aeronautic Systems SAGEM Défense Sécurité Military Avionics Business Unit Mobile: +33 6 71 88 86 83 Phone: +33 1 58 12 47 05 Fax: +33 1 40 70 65 74 E-mail: serge.vidal@sagem.com "phil brookman" Envoyé par : krnet-bounces@mylist.net 2005-05-28 01:01 Veuillez répondre à KRnet Remis le : 2005-05-28 01:01 Pour : cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : KR> to serge vidal i believe you are in france have you found any good value insurance , the e.u has made us take out insurance , i am after liability only if you have some details philNo virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.322 / Virus Database: 266.11.15 - Release Date: 22/05/2005 _______________________________________ 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: 5 Date: Mon, 30 May 2005 09:53:35 +0100 From: "phil brookman" Subject: KR> to serge videl To: Message-ID: <002b01c564f5$1042b720$73a51352@philljl2re6t9i> Content-Type: text/plain; charset="iso-8859-1" insurance - liability,we have new e u insurance requirements ,which is costing a fortune ,for a microlight it is very good value but up in england , it is very costly. do you know of any french insuarnce brokers offering a good deal phil -------------- next part -------------- No virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.322 / Virus Database: 267.2.0 - Release Date: 27/05/2005 ------------------------------ Message: 6 Date: Mon, 30 May 2005 10:59:25 +0200 From: Serge VIDAL Subject: R?f. : KR> to serge videl To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Let me check, I will come back to you. I, personally, am not flying yet, so I am covered for damages only. "phil brookman" Envoyé par : krnet-bounces@mylist.net 2005-05-30 10:53 Veuillez répondre à KRnet Remis le : 2005-05-30 10:54 Pour : cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : KR> to serge videl insurance - liability,we have new e u insurance requirements ,which is costing a fortune ,for a microlight it is very good value but up in england , it is very costly. do you know of any french insuarnce brokers offering a good deal philNo virus found in this outgoing message. Checked by AVG Anti-Virus. Version: 7.0.322 / Virus Database: 267.2.0 - Release Date: 27/05/2005 _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 7 Date: Mon, 30 May 2005 20:09:48 +1000 From: "Barry Kruyssen" Subject: Re: KR> Belly board mounting To: "KRnet" Message-ID: <004101c564ff$b7e6c700$5600a8c0@technologyonecorp.com> Content-Type: text/plain; charset="iso-8859-1" I have been also investigating belly board mounting and this what I've been thinking and what I intend to do, maybe? :-) Most Gliders have their airbrakes at the CofG, mounting a belly board behind the CofG will induce a pitching motion when deployed. While everyone says that a belly board should be behind at or behind the CofG, I question this as we get an enormous amount of drag from the propeller when the engine is at idle and it's way out in front :-) The forces on the belly board will be half way between the pivot point and the actuators mounting point, assuming the actuator is mounted to the end of the belly board, which most aren't. Therefore it will be at some point in-between which can be calculated by someone smarter than me (angles, moments and stuff will affect where the centre of force is, too complex to consider for me) Also belly boards are out there already working mounted from 4" behind the front spar to behind the rear spar. >From above I intend to mount my belly board with the hinge at the >centre of the CofG range, but first I have to work out how, and where, >to mount the actuator. Comments Please Thanks Barry Kruyssen Cairns, Australia RAA 19-3873 kr2@BigPond.com http://www.users.bigpond.com/kr2/kr2.htm ----- Original Message ----- From: Ralph H Snyder To: krnet@mylist.net Sent: Monday, May 30, 2005 5:21 PM Subject: Re: KR> Belly board mounting Mark I like the looks of your installation, but that would completely close off my luggage compartment behind the rear spar. I was thinking of mounting it between the 2 spars on a 1" x 2" reinforcement across the floor board. Could any one tell me if this will give me the strength that I will need to support the belly board? Ralph Snyder Burbank CA ralphndori@juno.com On Sat, 28 May 2005 16:54:49 -0500 "flykr2s" writes: > Ralph, > Check out my system, It works perfect. You should really have it > mounted to > the rear spar for strength. The front spar is too far forward. mine > is on > the front side of the rear spar. Here is a link to my details. > http://mywebpage.netscape.com/n886mj/bellyboard.html > > > ----- Original Message ----- > From: "Ralph H Snyder" > > > I want to mount the belly board between the front and rear spar. > I can't > > mount it behind the rear spar because that is my luggage > compartment. I > > searched 235 messages in the archives and only 2 were mounted > ahead of > > the rear spar. One was 4" behind the front spar and the other was > > somewhere in between the spars. > > Has someone mounted it in between the spars? How well did it work, > and > > how was the stability? > > Thanks for any information > > ------------------------------ Message: 8 Date: Mon, 30 May 2005 07:07:27 -0500 From: "Mark Jones" Subject: KR> FAA bans drug use. To: "KRnet" Message-ID: <002401c56510$261ec500$6401a8c0@markjones> Content-Type: text/plain; charset="iso-8859-1" Despite what you thought of the advice your mother may have given you, it actually might make you go blind if Viagra, Cialis or Levitra are part of the mix. And while we normally don't deal with these sorts of subjects, word out of the Food and Drug Administration that the use of these drugs to combat erectile dysfunction has caused "sudden, irreversible blindness" in 43 men has some significance for pilots. According to a television news report out of Washington, D.C., it's because of those potential vision problems that the FAA bars pilots from taking the drugs within 24 hours of flying. I was always told the big M would make a young man go blind. Must have been a myth. Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com ------------------------------ Message: 9 Date: Mon, 30 May 2005 09:07:05 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> FAA bans drug use. - get ready for the law suits. To: Message-ID: <429B0FF9.000001.04240@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Mark, Been doing any flying lately? Did you get your EFS-3? I sure would like to know if it has given you the performance you thought that you should get. I believe that it should, but, as always, the proof is in the 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: 10 Date: Mon, 30 May 2005 08:29:25 -0500 From: "Mark Jones" Subject: KR> Re: EFS-2 to EFS-3 To: , "KRnet" Message-ID: <005001c5651b$9a9f9840$6401a8c0@markjones> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: "Dan Heath" > > Been doing any flying lately? Did you get your EFS-3? I sure would > like to > know if it has given you the performance you thought that you should > get. I > believe that it should, but, as always, the proof is in the pudding Gentlemen and Ladies (I know of two building KR's) I did receive my EFS-3 and installed it. I used the exact airbox on the EFS-3 that I had on the EFS-2. My static rpm (cowl off) was 2750 with the EFS-2 and 3100 rpm (cowl off) with the EFS-3. I was ecstatic over the difference. With the cowl on, the EFS-2 gave me 2650 sucking warm air from inside. The EFS-3 dropped to 2950 sucking warm air inside the cowl. I made my first flight with the EFS-3 yesterday. The EFS-3, in flight, produced 3000 rpm. The EFS-2 would give me 2950 rpm in flight. Airspeed with both carbs was 135 mph. I was totally frustrated and wanted to throw my hands up and give up. The EFS-3 should be giving me much better performance so here are my next steps. Verify my distributor timing advance is giving me full advance. Install ram air. Using cool outside air and ramming it should give me more power. Re-design my airbox. So, if I were to leave everything like it is, I am no better off with the EFS-3. Hopefully I can get more power. As always, all comments and suggestions are welcome. Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com ------------------------------ Message: 11 Date: Mon, 30 May 2005 06:44:35 -0700 (PDT) From: Jaco Swanepoel Subject: KR> weight To: krnet@mylist.net Message-ID: <20050530134435.73098.qmail@web31708.mail.mud.yahoo.com> Content-Type: text/plain; charset=us-ascii Hi Guys, Have any of you weighed the left and right wing on your kr2s? I would like to know what the average weight is of a completed wing with an empty wing tank. Please respond directly to jacoswnpl@yahoo.com Thanks, Jaco Swanepoel South Africa __________________________________________________ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com ------------------------------ Message: 12 Date: Mon, 30 May 2005 07:52:22 -0700 (PDT) From: Dennis Mingear Subject: Re: KR> FAA bans drug use. To: KRnet Message-ID: <20050530145222.22981.qmail@web51406.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 43 out of 23,000,000 users. That's 23 million users. All had risk factors that should have prevented them from taking to drug in the first place, like hypertension and other issues. Denny ... Mark Jones wrote: Despite what you thought of the advice your mother may have given you, it actually might make you go blind if Viagra, Cialis or Levitra are part of the mix. And while we normally don't deal with these sorts of subjects, word out of the Food and Drug Administration that the use of these drugs to combat erectile dysfunction has caused "sudden, irreversible blindness" in 43 men has some significance for pilots. According to a television news report out of Washington, D.C., it's because of those potential vision problems that the FAA bars pilots from taking the drugs within 24 hours of flying. I was always told the big M would make a young man go blind. Must have been a myth. Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com _______________________________________ 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 "I can train a monkey to wave an American flag. That does not make the monkey patriotic." Scott Ritter --------------------------------- Discover Yahoo! Get on-the-go sports scores, stock quotes, news & more. Check it out! ------------------------------ Message: 13 Date: Mon, 30 May 2005 08:54:40 -0700 (PDT) From: robert clark Subject: KR> old tires To: krnet@mylist.net Message-ID: <20050530155440.92297.qmail@web51407.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 If your tires are getting old it my be time to change them. Blew a tire on landing today, that will keep you on your toes!! It was a lamb tire that was 8 years old. My be this florida heat. Pilot and plane are fine. Bob Clark Coral Springs,FL http://home.bellsouth.net/p/s/community.dll?ep=16&groupid=220261&ck= --------------------------------- Do You Yahoo!? Yahoo! Small Business - Try our new Resources site! ------------------------------ Message: 14 Date: Mon, 30 May 2005 12:21:58 -0400 From: "Orma" Subject: Re: KR> Re: EFS-2 to EFS-3 To: "KRnet" Message-ID: <016601c56533$b4a64460$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Mark I think that the static run without the cowl has given you the answer to the problem. Once you do the mod to get ram air I think that most of your problems will be over. Orma ------------------------------ Message: 15 Date: Mon, 30 May 2005 12:28:30 -0400 From: "Orma" Subject: Re: KR> old tires To: "KRnet" Message-ID: <016d01c56534$9e375ba0$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original "lamb tire that was 8 years old" Hello Bob I run Lamb tires and would like more detail. 1. What Pressure did you have at the time of the blow out 2. Did you have thread in the area of the Blow out. 3. Where was the rupture 4. Was it a hard landing 5. Was any weather checking evident on the tire. 6. Gross weight at time of blow out Any details that you can relay would be greatly appreciated. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 16 Date: Mon, 30 May 2005 11:31:09 -0500 From: "Mark Jones" Subject: Re: KR> Re: EFS-2 to EFS-3 To: "KRnet" Message-ID: <00a001c56534$fca90fd0$6401a8c0@markjones> Content-Type: text/plain; charset="iso-8859-1" I hope you are correct. I will be working on ram air this week and hope to have results soon. Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Monday, May 30, 2005 11:21 AM Subject: Re: KR> Re: EFS-2 to EFS-3 > Hello Mark > > I think that the static run without the cowl has given you the answer > to the > problem. Once you do the mod to get ram air I think that most of your > problems will be over. > > Orma > > > > _______________________________________ > 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: 17 Date: Mon, 30 May 2005 11:31:51 -0500 From: "Mark Jones" Subject: Re: KR> old tires To: "KRnet" Message-ID: <00a601c56535$153787c0$6401a8c0@markjones> Content-Type: text/plain; charset="iso-8859-1" Also are you running 4 or 6 ply? Mark Jones (N886MJ) Wales, WI Web Page: http://mywebpage.netscape.com/n886mj e-mail: flykr2s@wi.rr.com ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Monday, May 30, 2005 11:28 AM Subject: Re: KR> old tires > "lamb tire that was 8 years old" > > Hello Bob > I run Lamb tires and would like more detail. > 1. What Pressure did you have at the time of the blow out > 2. Did you have thread in the area of the Blow out. > 3. Where was the rupture > 4. Was it a hard landing > 5. Was any weather checking evident on the tire. > 6. Gross weight at time of blow out > Any details that you can relay would be greatly appreciated. > > 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/ > > > _______________________________________ > 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: 18 Date: Mon, 30 May 2005 13:12:31 -0500 From: "Brian G. Douglas" Subject: Re: KR> old tires To: "KRnet" Message-ID: <002801c56543$29108590$eb2dfd04@youryk5cbmeeo8> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original "If your tires are getting old it my be time to change them. Blew a tire on landing today, that will keep you on your toes!! It was a lamb tire that was 8 years old. My be this Florida heat." I agree!! I Blew a tire on take off last week and aborted the run. I thought that I was going to get another "blue light special" (runway light) but all was well. When I researched tires I found that the same size tire for my KR2 came in several ply ratings. and of course I had the 4 ply. I ordered the 8 ply and flew them yesterday. All went well. I gather these specks from wicks aircraft 2 ply 210 lbs capacity 4 ply 325 lbs capacity 6 ply 625 lbs capacity and the 8 ply 850 Capacity. The price difference is not all that much so get the 8 ply, so if you mush in trying to take off on a HOT day just a little out of trim....... I'm not saying that is how I blew a tire last week but.... Hope to see all at the gathering Brian G. Douglas N8575C KR2 was a TD Killeen Texas ----- Original Message ----- From: "robert clark" To: Sent: Monday, May 30, 2005 10:54 AM Subject: KR> old tires ------------------------------ Message: 19 Date: Mon, 30 May 2005 13:20:37 -0500 From: "Brian G. Douglas" Subject: Re: KR> old tires To: "KRnet" Message-ID: <003101c56544$49f39990$eb2dfd04@youryk5cbmeeo8> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hi Orma I had the chien tires. They seemed to have replaced the lamb tires 1. 30 PSI 2. No. The side wall was ruptured and split but no damage in the tread area 3. See above 4. No, but that was a tire that was on my acft when I ground looped. The "up"side tire might have damaged it then but have 17 hours since 5. NO 6. 975 lbs including 200lb short fat white guy ;-) 7. Very hard to get off the active with one flat tire! You just keep making circles ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Monday, May 30, 2005 11:28 AM Subject: Re: KR> old tires > "lamb tire that was 8 years old" > > Hello Bob > I run Lamb tires and would like more detail. > 1. What Pressure did you have at the time of the blow out > 2. Did you have thread in the area of the Blow out. > 3. Where was the rupture > 4. Was it a hard landing > 5. Was any weather checking evident on the tire. > 6. Gross weight at time of blow out > Any details that you can relay would be greatly appreciated. > > 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: 20 Date: Mon, 30 May 2005 15:11:19 -0400 From: "Orma" Subject: Re: KR> old tires To: "KRnet" Message-ID: <018601c5654b$5d6e7600$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Brian There is a lot to learn from tire specs. The ply rating is not the actual number of plays. Some tires have for instance 4 ply's along the bottom and only two along the sidewalls. A 4 Ply rating means that the tire should act like it has 4 ply's, but may only be constructed with two actual ply's. The amount of pressure in a tire also affects how it will perform when it hits the pavement. For example a standard Childs bicycle may have 30 pounds of pressure where a racing bike may have 60 pounds. In my Lamb(now manufactured by Cheng Shin) tires I run 40 pounds of pressure. With less then that the short side walls collapse too much during landing and can cause the side wall to be pinched between the rim and pavement, setting you up for a future blowout. I'm nowhere near as knowledgeable about tires as I would like, but I do agree that a real good tire is good insurance against bad things happening. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 21 Date: Mon, 30 May 2005 14:21:36 -0500 From: "Jim Faughn" Subject: RE: KR> Perfect Landings in a KR To: "'KRnet'" Message-ID: <000001c5654c$cdafd660$3cdf5540@jfaughn> Content-Type: text/plain; charset="us-ascii" Dan and fellow KR people, I have copied the section from my account of landing the KR below and I have hit return so the part that Dan is referring to is separated: The entire article is located at: http://members.socket.net/~jfaughn/kr/uniquepartsofmykr/kr_landing.html Phase 6 - Float - The KR is so close to the ground that you will encounter ground effect in a VERY big way. You can and should use this to your advantage in making the "perfect" landing. Patience is a huge virtue during this phase. I will NEVER land my airplane above 60 mph. If I try, and for the first 60 hours I tried all the way up to 80 mph, I WILL bounce!!! The reason for this is very simple. When you touch the main wheels down, the tail will lower, your angle of attack will increase and you will go back up in the air. This will continue until you are at the appropriate speed. What we want to do is make the landing once rather than getting current (bounce 5 times) every time we decide to land. Remember, we had just crossed the end of the runway decreasing speed out of 70 mph. At this time I pull back the throttle all the way and try to hold my KR inches off the runway. The more I concentrate on holding it off by inches the better landing I am able to make. I will glance, VERY quickly, THIS IS THE PART..... at the airspeed indicator until it is below 60 mph and then I will continue to pull back on the stick concentrating on NOT touching down but instead maintaining the inch or two above the runway. When the stick is approximately one half the way back, we are now somewhere between 50 and 55 mph, I will let it then settle on the runway. Then I will raise the tail to decrease the lift and allow me to see over the nose. I have seen airspeeds, solo, as low as 40 mph before I actually touch the wheels down. I will continue to apply forward pressure on the stick keeping the nose up until I am almost to the limit. Next I will allow the tail to come back to the runway and then apply full back pressure on the stick to ensure the tail wheel stays on the ground as it takes over directional control from the rudder. If you are landing in a crosswind most experts agree you should wheel land the airplane and raise the tail to ensure the mains are securely on the ground. Ensure you apply the appropriate aileron going all the way to full as your speed decreases. These controls of aileron and elevator must be managed as you complete your landing and as you taxi. You will learn how much of a crosswind component you and your KR are capable of over time and I recommend all early flights are with a crosswind component of less than 5 kts. I have found that the crosswind component I am capable of handling is more a function of my piloting ability (practice) than the airplane. If I follow my own procedures, I will make a good landing every time. However, I seem to make exceptions when concentration lapses. For example, if I lower the nose on final I will gain speed very quickly, usually to 100+ mph, and this makes the landing more difficult unless you are very good at using slips to decrease speed. Another point that should be made is that when flying with two people I will raise the speeds on final by 5+ mph compensating for the increase in weight and stall speed. JIM NOTES What I am saying is that you must use a climb control (pulling back on the stick) to hold the airplane off the runway until it settles down. Once the main wheels touch down then you "raise the tail" which means forward pressure on the stick. This KILLS lift. So, what just happened is that your plane stopped flying on its own (mains touched down without being pressured on) and you raised the tail which decreased the angle of incidence and then you keep putting forward pressure on it until the tail/elevator can't fly anymore and then you let it come down gently with full aft pressure on the stick. As a side note, I was trying to be succinct in my description because I wrote this as a handout for Oshkosh and a post for the net a number of years ago. Also, to answer several other posts. My stall speed is 44-45 mph. Ground effect works and it does lower your stall speed when you are that close to the runway. (Remember I'm talking inches) Also, I have found that so does weight in the airplane. In other words, two big people will increase the stall speed too and you don't take off and land with two people on board the same as one. With all of that said, I just got back from the weekend so congratulations Mark on another flight. Jim -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Dan Heath Sent: Sunday, May 29, 2005 4:40 AM To: krnet@mylist.net Subject: KR> Perfect Landings in a KR 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. 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 ... _______________________________________ 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: 22 Date: Mon, 30 May 2005 18:43:38 -0400 From: "Colin & Bev Rainey" Subject: KR> Landings To: Message-ID: <010d01c56569$056c1cf0$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Netters I agree with Jim Faughn with a couple of additions: Flaps and/or a belly board will change or modify some of what Jim said about both speeds, power settings, and landing attitude. The increased drag from these devices causes slightly higher power settings, or lower nose position to maintain the same speeds. If it is your choice to come in at idle, then you will have a significantly shorter final, and lower nose attitude throughout the pattern due to this increased drag. This is the whole purpose of such devices: to allow a closer in pattern, slower with the same lift and better visibility (nose lower). Also, in transition, which is the patience period Jim refers to, you are rounded out and in ground effect waiting for the plane to slow to touchdown speed, and using ONLY that back pressure required to maintain the same height above the runway as the speed decreases. Also a HUGE key here is to make sure that you are looking at the END of the runway, not any where closer to the nose, to get maximum depth perception. This will allow you to make much more subtle changes in attitude to maintain just above the runway. The plane should gently drift down, and the mains should kiss with a chirp, but not be felt more than a bump. Then apply forward pressure like smoothly rolling on paint in slow motion. If you bounce, freeze the stick right there, and go to nearly full power to restore just a few miles per hour, or knots to begin flying, reduce power smoothly, and land again. Big bounce go around. Odds for success jump TREMENDOUSLY on the next trip through. Be aware that the normal reaction of trying to force the nose back down, when it starts popping up during the bounce will cause a DRAMATIC loss of lift and cause the plane to smash down on the gear, aggravating the problem. The angle of attack must be maintained in order to preserve the lift and power used to restore flight temporarily, or in the go around. Once the climbout is established you can GRADUALLY lower the nose to increase speed. If I have repeated anything Jim has already stated my apologies. My main reason for this post is cross winds. Mark was bit by a combination of things on that first flight, one of which was a cross wind. When dealing with cross winds you cannot approach the runway at the same slow speeds as with no wind. All guides tell you to add half the gust factor to your approach speed, and wheel landings are typically accomplished at between 5 and 10 miles per hour faster then no wind to provide the additional control necessary to over come to cross wind. If not you do not have the control authority needed. I have successfully landed my KR2 in winds 20 knots gusting to 30 as a quartering headwind, making the 90 degree component approximately 15 to 17 knots according to the chart on my wiz wheel. Mains contacted at between 80 and 85 mph, with final being flown at between 90 to 95 mph indicated. This made the nose position right where I needed it to maintain runway alignment, and allow for moderate wing low opposite rudder cross wind correction. I do not like nor do I teach the crab and kickout method of cross wind landings because it is too much going on a few feet above the runway. The key again here is to fly to just above the runway, I call it flying through the barn door at the approach end of the runway, and just skim the surface without touching. Then as it slows, just let the mains touch, and when they do, just "roll them on", continually adding pressure to keep the tail raised so that you can maintain runway centerline with rudder. It will finally slow enough for the tail to drop on its own, and will slow enough for brakes and rudder steering to maintain control against the crosswind. Also remember to apply aileron into the crosswind, and maintain proper elevator position for maximum control while taxiing (stick back and aileron into the wind in front, stick forward and aileron away, or dive and away for wind behind). Colin Rainey KSFB Florida ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 215 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================