From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 273 Date: 7/15/2005 9:56:18 AM 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: hog air (Sean Caranna) 2. RE: The Citation Won (Ron Freiberger) 3. Re: RE: KRnet Digest, Vol 347, Issue 271 (Dennis Mingear) 4. ailerons (Lee Van Dyke) 5. Re: RE: KRnet Digest, Vol 347, Issue 271 (Leo and Gail Dondlinger) 6. Re: ailerons (Peter Drake) 7. Re: ailerons - Wrapping the false spar (Dan Heath) 8. Re: The Citation Won (Orma) 9. Re: Re: KR> ailerons (Steven Phillabaum) 10. RE: RE: KRnet Digest, Vol 347, Issue 271 (Golden, Kevin) 11. Citation Won / turblence (larry flesner) 12. Takeoff wake (Colin & Bev Rainey) 13. Re: Citation Won / turblence (Mikensandystff@aol.com) 14. Re: RE: hog air (Jeff Scott) 15. Takeoff wake (larry flesner) 16. Experimental Aviation (Ron Freiberger) 17. Re: brakes (Joseph H. Horton) 18. Re: Re: brakes (Jeff Scott) 19. Re: Re: brakes (FIXERJONES@aol.com) 20. Re: Re: brakes (Joseph H. Horton) 21. Re: Re: brakes (Mark Langford) 22. Re: Re: brakes (FIXERJONES@aol.com) 23. Re: Re: brakes (FIXERJONES@aol.com) 24. RE: Re: brakes (Mark Jones) 25. RE: Re: brakes (Mark Jones) ---------------------------------------------------------------------- Message: 1 Date: Fri, 15 Jul 2005 00:08:15 -0400 From: "Sean Caranna" Subject: KR> RE: hog air To: Message-ID: <000701c588f2$d3a07a60$6400a8c0@Warrior1> Content-Type: text/plain; charset="us-ascii" You usually run a Twin Cam HD between 2000 to 4500 RPM. 1000 at idle, 5600 Max with stock valve train. I've made some long trips on the bike running around 4000 RPM all day. Sean C. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ "I'll have what the gentleman on the floor is having." My Corvair Powered KR2S @ http://www.wingsforum.com/aircraft/ >What about the duty cycle? > >Corvairs normally run at 2000 to 2300 rpms. Airplane aplication ask >another 1000 rpm, to run at 3000 to maybe 34-3600. William Wynne says >that is no problem for a stock corvair. > >Where do Harleys cruise at as far as RPMs go? > > >Ron Smith, >Kr2s carbon boat on hold looking for a job. ------------------------------ Message: 2 Date: Thu, 14 Jul 2005 23:52:37 -0500 From: "Ron Freiberger" Subject: RE: KR> The Citation Won To: "'KRnet'" Message-ID: <002801c588f9$08638020$0202a8c0@Disorganized> Content-Type: text/plain; charset="US-ASCII" I've had a similar experience. We had a SAC base and frequently had the pass over. If the "sarge " was downstairs for coffee, we were unreadable. Ron Freiberger mail to ronandmartha@earthlink.net Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 3 Date: Thu, 14 Jul 2005 22:06:07 -0700 (PDT) From: Dennis Mingear Subject: Re: KR> RE: KRnet Digest, Vol 347, Issue 271 To: KRnet Message-ID: <20050715050607.71857.qmail@web51409.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 And what about vibration levels? Won't the V-Twin shake more than a six cylinder Vair? Denny ... --- Sean Caranna wrote: > Agreed! > > While the Harley has similar power loading to the > Corvair, I just don't see > how to justify the extra cost. > > Sean C. "I can train a monkey to wave an American flag. That does not make the monkey patriotic." Scott Ritter ____________________________________________________ Start your day with Yahoo! - make it your home page http://www.yahoo.com/r/hs ------------------------------ Message: 4 Date: Thu, 14 Jul 2005 22:18:24 -0700 From: "Lee Van Dyke" Subject: KR> ailerons To: "KRnet" Message-ID: <006c01c588fc$a0e44de0$6401a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Netters Per the plans, there is no glass wrapped around the rear portion of the wing sealing the wood for the aileron. Am I correct???. Has anybody had a problem with that wood coming loose fron the foam?? If you were me and wanted to secure the wood a little better, what would be the easiest and best way to get it done??? Lee Van Dyke Mesa AZ Lee@vandyke5.com ------------------------------ Message: 5 Date: Thu, 14 Jul 2005 22:27:35 -0700 From: "Leo and Gail Dondlinger" Subject: Re: KR> RE: KRnet Digest, Vol 347, Issue 271 To: "KRnet" Message-ID: <001d01c588fd$e8b44980$0202a8c0@home> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original The new Harley engines are very smooth and have a complex system of counterbalances. Hog Air was at the KR gathering in 2004 and I was very impressed with the research and work they have done. Personally I am going corvair but if I had the money a may consider the Harley. Having ridden a Super Glide for twenty years I know it is not my old 1200.. Isn't this experimental? They also have a belt reduction. I would like to see a little more research in that area. I like the new motors. But again I have a corvair. ----- Original Message ----- From: "Dennis Mingear" To: "KRnet" Sent: Thursday, July 14, 2005 10:06 PM Subject: Re: KR> RE: KRnet Digest, Vol 347, Issue 271 > And what about vibration levels? Won't the V-Twin > shake more than a six cylinder Vair? > > Denny ... > > --- Sean Caranna wrote: > >> Agreed! >> >> While the Harley has similar power loading to the >> Corvair, I just don't see >> how to justify the extra cost. >> >> Sean C. > > "I can train a monkey to wave an American flag. That does not make the > monkey patriotic." > > Scott Ritter > > > > ____________________________________________________ > Start your day with Yahoo! - make it your home page > http://www.yahoo.com/r/hs > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 6 Date: Fri, 15 Jul 2005 09:33:29 +0100 From: "Peter Drake" Subject: Re: KR> ailerons To: "KRnet" Message-ID: <000401c58917$e0d8b9c0$0201a8c0@PETER> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Lee I wondered about this point. I was considering perhaps inserting blocks between the strip that holds the piano hinge and the rear spar to ensure a more solid mounting. Has anyone done it like this? Peter Drake Hereford UK. ----- Original Message ----- From: "Lee Van Dyke" To: "KRnet" Sent: Friday, July 15, 2005 6:18 AM Subject: KR> ailerons > Netters > > Per the plans, there is no glass wrapped around the rear portion of > the > wing sealing the wood for the aileron. Am I correct???. Has anybody had > a problem with that wood coming loose fron the foam?? > If you were me and wanted to secure the wood a little better, what would > be the easiest and best way to get it done??? > > Lee Van Dyke > Mesa AZ > Lee@vandyke5.com > _______________________________________ ------------------------------ Message: 7 Date: Fri, 15 Jul 2005 05:27:16 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> ailerons - Wrapping the false spar To: Message-ID: <42D78174.00000D.03544@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" I do believe that the plans call for wrapping the wood false spar on the wing and aileron sides, from top glass to bottom glass. That is all the re-enforcement that you need. You need to cut the glass on the bias and use a bi-directional cloth, to get a nice bend and it helps to do it in two sections, one for the top and one for the bottom. For some reason, unknown to me, the glass does not like to make two bends but seems quite happy to make one. 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------- I was considering perhaps inserting blocks between the strip that holds the piano hinge and the rear spar to ensure a more solid mounting. > Per the plans, there is no glass wrapped around the rear portion of > the > wing sealing the wood for the aileron. Am I correct???. ------------------------------ Message: 8 Date: Fri, 15 Jul 2005 06:33:08 -0400 From: "Orma" Subject: Re: KR> The Citation Won To: "KRnet" Message-ID: <009301c58928$98c06550$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hi Mark At my home airport KPTK we have a very large combination of Student pilots, Jet traffic and Controllers in training. You can bet that the whole conversation was on tape and that she was just making an excuse for the mistake. You were correct not to descend into his takeoff wake. 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: 9 Date: Fri, 15 Jul 2005 7:57:08 -0400 From: Steven Phillabaum Subject: Re: Re: KR> ailerons To: KRnet Message-ID: <44abkh$11edl51@mxip02a.cluster1.charter.net> Content-Type: text/plain; charset=ISO-8859-1 > > > > Netters > > > > Per the plans, there is no glass wrapped around the rear portion of the > > wing sealing the wood for the aileron. Am I correct???. Has anybody had > > a problem with that wood coming loose fron the foam?? > > If you were me and wanted to secure the wood a little better, what would > > be the easiest and best way to get it done??? > > > > Lee Van Dyke > > Mesa AZ > > Lee@vandyke5.com Page 87 of the plans book paragraph 10.63; "wrap with one BID overlapping skins at least 1". Steven Phillabaum KR2S; 5048; corvair; Auburn, Alabama ------------------------------ Message: 10 Date: Fri, 15 Jul 2005 08:20:22 -0400 From: "Golden, Kevin" Subject: RE: KR> RE: KRnet Digest, Vol 347, Issue 271 To: 'KRnet' Message-ID: Content-Type: text/plain Complex system of counterbalances? Don't sound like aircraft stuff to me. Kevin. -----Original Message----- From: Leo and Gail Dondlinger [mailto:leodon1@comcast.net] Sent: Friday, July 15, 2005 12:28 AM To: KRnet Subject: Re: KR> RE: KRnet Digest, Vol 347, Issue 271 The new Harley engines are very smooth and have a complex system of counterbalances. Hog Air was at the KR gathering in 2004 and I was very impressed with the research and work they have done. Personally I am going corvair but if I had the money a may consider the Harley. Having ridden a Super Glide for twenty years I know it is not my old 1200.. Isn't this experimental? They also have a belt reduction. I would like to see a little more research in that area. I like the new motors. But again I have a corvair. ----- Original Message ----- From: "Dennis Mingear" To: "KRnet" Sent: Thursday, July 14, 2005 10:06 PM Subject: Re: KR> RE: KRnet Digest, Vol 347, Issue 271 > And what about vibration levels? Won't the V-Twin > shake more than a six cylinder Vair? > > Denny ... > > --- Sean Caranna wrote: > >> Agreed! >> >> While the Harley has similar power loading to the >> Corvair, I just don't see >> how to justify the extra cost. >> >> Sean C. > > "I can train a monkey to wave an American flag. That does not make the > monkey patriotic." > > Scott Ritter > > > > ____________________________________________________ > Start your day with Yahoo! - make it your home page > http://www.yahoo.com/r/hs > > > _______________________________________ > 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 *The information contained in this message may be confidential and/or subject to legal privilege, and is for the use of the intended addressee only. Any unauthorized use, dissemination or copying of the information in this message is strictly prohibited. If you have received this message in error, please notify the sender immediately and delete this message.* ------------------------------ Message: 11 Date: Fri, 15 Jul 2005 07:48:27 -0500 From: larry flesner Subject: KR> Citation Won / turblence To: KRnet Message-ID: <3.0.6.32.20050715074827.00835230@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" . The controller was saying nothing >and all I could think of was all that turbulence behind the Citation. >Mark Jones (N886MJ) +++++++++++++++++++++++++++++++++++++++++++++++++ The primary generator of turbulence, other then jet exhaust and prop wash, is the vortices created when a wing develops lift. When it comes to turbulence, don't just think big aircraft. ANY WING "developing lift" will create turbulence. The greater the amount of lift being generated, the greater the amount of turbulence. Hence the use of the term "heavy" when pilots of really big aircraft talk to controlers. They are even dangerous to one another. In a "no wind" condition, the turbulence will tend to go down and out from the wing generating the lift. When landing closely behind ANY aircraft I try to stay slightly above their glide path and land just beyond their touchdown point. On takeoff I try to lift off before their liftoff point and stay above and up-wind of their climbout pattern. If that's not possible, I'll roll beyond (hundreds of feet) their liftoff point and stay WELL BELOW their climbout pattern until I can turn and get up-wind of their flight path. It's not necessary to follow a BIG aircraft to get in trouble with wake turbulence. I once was making a LARGE, LAZY, 360 circle in a C-172, in perfectly smooth air, over the farm I grew up on. When I had completed the circle I hit my own wake and it still had enough energy to cause me to hit my head on the roof of the cabin and put, I'm sure, several G's of strain on the aircraft. Larry Flesner ------------------------------ Message: 12 Date: Fri, 15 Jul 2005 09:06:09 -0400 From: "Colin & Bev Rainey" Subject: KR> Takeoff wake To: Message-ID: <00a801c5893d$f7f42470$1f412141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" To add to what Larry's said Jet engines also cause significant turbulence behind the aircraft in question. I personally will not takeoff behind any aircraft larger than a light twin, including an MD80 or DC8, Gulfstream 5 etc... even though ATC does not consider these aircraft to produce significant wake turbulence, for at least 2 minutes to allow the wake to dissipate. I disagree with Larry in taking off below the wake due to the fact that the wake is descending the entire time after takeoff, or while on approach to land. If necessary, wait 1 minute and then lift off sooner than the departing aircraft and turn out sooner, and while climbing out, "slide" the flight path up wind of the runway and parallel the departing flight path. More good reading is in the FAR/AIM, in the AIM section on wake turbulence. Just change the stated aircraft from large to smaller jets. Colin KSFB ------------------------------ Message: 13 Date: Fri, 15 Jul 2005 09:06:16 EDT From: Mikensandystff@aol.com Subject: Re: KR> Citation Won / turblence To: krnet@mylist.net Message-ID: Content-Type: text/plain; charset="US-ASCII" In practice, I was taught to maintain altitude in a turn by executing a 360 and looking for my own wake turbulence. It's definitely there, even in a KR or C172. ------------------------------ Message: 14 Date: Fri, 15 Jul 2005 13:12:33 GMT From: "Jeff Scott" Subject: Re: KR> RE: hog air To: krnet@mylist.net Message-ID: <20050715.061255.8890.97234@webmail18.lax.untd.com> Content-Type: text/plain It isn't the rpms you turn so much as the HP you are making at those RPMs that kills the engine. You average HD may be capable of 100+ hp, but cruising it at 4000 rpm and partial throttle on a bike isn't making very much HP. When you demand big HP continuously, that's when the failures start happening. But then, that's what experimental aviation is all about. Jeff Scott -- "Sean Caranna" wrote: You usually run a Twin Cam HD between 2000 to 4500 RPM. 1000 at idle, 5600 Max with stock valve train. I've made some long trips on the bike running around 4000 RPM all day. Sean C. ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ "I'll have what the gentleman on the floor is having." My Corvair Powered KR2S @ http://www.wingsforum.com/aircraft/ >What about the duty cycle? > >Corvairs normally run at 2000 to 2300 rpms. Airplane >aplication ask another 1000 rpm, to run at 3000 to >maybe 34-3600. William Wynne says that is no problem >for a stock corvair. > >Where do Harleys cruise at as far as RPMs go? > > >Ron Smith, >Kr2s carbon boat on hold looking for a job. _______________________________________ 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: 15 Date: Fri, 15 Jul 2005 09:17:45 -0500 From: larry flesner Subject: KR> Takeoff wake To: KRnet Message-ID: <3.0.6.32.20050715091745.00844590@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" I disagree with Larry in taking off below the wake due to the fact that the wake is descending the entire time after takeoff, or while on approach to land. If necessary, wait 1 minute and then lift off sooner than the departing aircraft and turn out sooner, and while climbing out, "slide" the flight path up wind of the runway and parallel the departing flight path. >Colin +++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Colin, You're right. I should have made it clear that I was talking about flying with my buddies in RV's, AcroSports, etc. They generally get off pretty quick and climb rather steeply. In those cases, where I'm taking off number 2 or 3 behind those type of aircraft, I'll roll half way or more to their liftoff point, add takeoff power, then roll well past that point before I lift off, stay low for another 1000 feet or so, then make a rather abrupt climbing turn out from under their wake. The safest thing is to wait but when trying to launch a number of aircraft, such as at an airshow fly-by, I still try to keep the odds in my favor. I can't outclimb an RV so even if I wait I'm likely to climb right through his turbulence at my lower angle of climb. If in doubt, wait it out. Larry Flesner ------------------------------ Message: 16 Date: Fri, 15 Jul 2005 09:34:35 -0500 From: "Ron Freiberger" Subject: KR> Experimental Aviation To: "'KRnet'" Message-ID: <001301c5894a$52f0dfb0$0202a8c0@Disorganized> Content-Type: text/plain; charset="us-ascii" The experiment in "EXPERIMENTAL" is allowing amateurs to build airplanes, not a license to use just any design or material you might have laying around. Ron Freiberger mail to ronandmartha@earthlink.net ------------------------------ Message: 17 Date: Fri, 15 Jul 2005 10:37:17 -0400 From: "Joseph H. Horton" Subject: KR> Re: brakes To: orma@aviation-mechanics.com,krnet@mylist.net Message-ID: <20050715.103717.3352.1.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii Orma, My brake saga continues. Yesterday morning after 3 taxi runs I shut down at the hanger door and started to pull the plane in and saw the left brake again draining on the ground. I gave this some more thought and remembered this was a line that I had replaced because of a nick during construction. After searching out tube types and samples of what I had on hand yet, I discovered that The type that came with the kit was polyflo not naylaflo and worse yet the tube I replaced was just called poly. I believe that AS&S catalog says that polyflo is stronger than the naylaflo but uses the same fittings. I will replace that as soon as I get the right tube. The other thing that I noticed while crawling around is that there is some fluid on the tops of each of the master cylinders. I am wondering if the seals might have weakened during the years that they sat empty. It is not enough fluid to over flow the top lip of the cylinders yet but maybe enough to cause what I call soft brakes. The next thing that I thought was odd is when I removed wheel pants and looked at all the dirt in and around the wheels I think that the organic brakes are wearing terrible. I was think of replacing the pads right away also. Any thoughts?? Joe Horton, Coopersburg, PA. joe.kr2s.builder@juno.com ------------------------------ Message: 18 Date: Fri, 15 Jul 2005 15:31:07 GMT From: "Jeff Scott" Subject: Re: KR> Re: brakes To: krnet@mylist.net Message-ID: <20050715.083122.3919.191@webmail29.lax.untd.com> Content-Type: text/plain Joe, The fluid is on top of your master cylinders because they are slightly over serviced. As heat builds in your brakes, the expansion will push some fluid back up into the master cylinders causing them to overflow out the top vent if they are completely full. FWIW, it won't hurt anything. Just wipe them off. Do yourself a favor. As long as you are going to be replacing the brake lines, if you still want to use plastic, use the 3/16" nylaflow instead of the 1/4" nylaflow. The smaller diameter tubing won't waste nearly so much of your brake pressure to surface expansion of the tubing. I changed my KR, another KR and another plane that I built from 1/4" to 3/16" nylaflow and have significantly improved the braking action on all of them. Keep in mind that you want to switch to aluminum tubing or some other type of heat resistant hydraulic line at the bottom of the gear legs before it enters the wheel pants. Jeff Scott -- "Joseph H. Horton" wrote: Orma, My brake saga continues. Yesterday morning after 3 taxi runs I shut down at the hanger door and started to pull the plane in and saw the left brake again draining on the ground. I gave this some more thought and remembered this was a line that I had replaced because of a nick during construction. After searching out tube types and samples of what I had on hand yet, I discovered that The type that came with the kit was polyflo not naylaflo and worse yet the tube I replaced was just called poly. I believe that AS&S catalog says that polyflo is stronger than the naylaflo but uses the same fittings. I will replace that as soon as I get the right tube. The other thing that I noticed while crawling around is that there is some fluid on the tops of each of the master cylinders. I am wondering if the seals might have weakened during the years that they sat empty. It is not enough fluid to over flow the top lip of the cylinders yet but maybe enough to cause what I call soft brakes. The next thing that I thought was odd is when I removed wheel pants and looked at all the dirt in and around the wheels I think that the organic brakes are wearing terrible. I was think of replacing the pads right away also. Any thoughts?? Joe Horton, Coopersburg, PA. joe.kr2s.builder@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 ------------------------------ Message: 19 Date: Fri, 15 Jul 2005 12:00:04 EDT From: FIXERJONES@aol.com Subject: Re: KR> Re: brakes To: krnet@mylist.net Message-ID: <111.4e21c03a.30093784@aol.com> Content-Type: text/plain; charset="US-ASCII" i had the same problem with the plastic brake line blowing out from fitting pinch pressure. i found a product from parker hydrolic , it's parker parflex, nylon tube # nn-4-062, in natural instead of black so you can see air bubbles. it's rated 500 psi & 200 deg.. it has a.127 wall thickness that will hold all the compression fitting pressure without leaking or pinching out! this stuff is flexable & very tough, perfect for brake lines thruout. use this stuff & forget about brake lines forever,,,,unless you cut it steve jones,venice fl, n212kr ------------------------------ Message: 20 Date: Fri, 15 Jul 2005 12:07:41 -0400 From: "Joseph H. Horton" Subject: Re: KR> Re: brakes To: krnet@mylist.net Message-ID: <20050715.120741.3352.5.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii Jeff, I'm not sure that is true on my cylinders. I installed a fitting in the top and tubing out of both cylinders and vented them through the bottom of the fuselage. I wish I could follow your advice on the tubing size but it has to be fished through several holes that I know I drilled just big enough to get the 1/4" tube through. The brake line is entirely built in until it is in the cabin. If I could do it over it would have been all aluminum tube. I was actually thinking about using a short length of braided hose in the wheel pant to connect the caliper to the polyflo tube as I was a little concerned about vibration and work hardening of the aluminum tube and there is not much inside the wheel pant area that I would want to mount brackets to either. Joe Horton, Coopersburg, PA. joe.kr2s.builder@juno.com > Joe, > > The fluid is on top of your master cylinders because they are > slightly over serviced. As heat builds in your brakes, the > expansion will push some fluid back up into the master cylinders > causing them to overflow out the top vent if they are completely > full. FWIW, it won't hurt anything. Just wipe them off. > > Do yourself a favor. As long as you are going to be replacing the > brake lines, if you still want to use plastic, use the 3/16" > nylaflow instead of the 1/4" nylaflow. The smaller diameter tubing > won't waste nearly so much of your brake pressure to surface > expansion of the tubing. I changed my KR, another KR and another > plane that I built from 1/4" to 3/16" nylaflow and have > significantly improved the braking action on all of them. Keep in > mind that you want to switch to aluminum tubing or some other type > of heat resistant hydraulic line at the bottom of the gear legs > before it enters the wheel pants. > > Jeff Scott > ------------------------------ Message: 21 Date: Fri, 15 Jul 2005 11:43:38 -0500 From: "Mark Langford" Subject: Re: KR> Re: brakes To: "KRnet" Message-ID: <001701c5895c$5a553fa0$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Joe Horton wrote: > I wish I could follow your advice on the tubing size but it has > to be fished through several holes that I know I drilled just big enough > to get the 1/4" tube through. The brake line is entirely built in until > it is in the cabin. If I could do it over it would have been all aluminum > tube. I thought I was going to be smart and suggest using the 1/4" as a guide for the new 3/16", but I just tried it with two pieces of Nylaflow, and it gets pretty hard to slide after about 6" or so. Some lubrication might get you there though. But maybe the moral of the story is to use 3/8" for new construction (as a guide tube) and then 3/16" as the line itself, guaranteeing easy replacement later. Mine is 3/16" and it's not coming out without a fight either... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 22 Date: Fri, 15 Jul 2005 12:42:41 EDT From: FIXERJONES@aol.com Subject: Re: KR> Re: brakes To: krnet@mylist.net Message-ID: <87.2ba033bb.30094181@aol.com> Content-Type: text/plain; charset="US-ASCII" when i built n212kr, i ran steel tubing from the gear leg, up thru the wing stub to the fusalage inside, so i could snake the tubing up thru the gear leg,thru the steel tube into the fusalage. tying a knot in a braded wire, feed the wire thru the lengh of tubing& thru the gear leg all the way to the outlet inside the cockpit & long enough for some one to pull on the wire as i feed the tubing thru the gearleg, all lubed up so is slides thru untill itcomes out inside where it termnates to the hard line fitting inside. this made replacing a flexable brake line possable so when my old flimsy brake line blew, i snaked new parker lines in & no more leaks steve jones,venice fl,n212kr ------------------------------ Message: 23 Date: Fri, 15 Jul 2005 12:50:05 EDT From: FIXERJONES@aol.com Subject: Re: KR> Re: brakes To: krnet@mylist.net Message-ID: <67.48db273f.3009433d@aol.com> Content-Type: text/plain; charset="US-ASCII" correction,,the parker tubing has a wall thickness fo.062,,,,,,,,,,,not .127 as first reported,,,sorry,,,,,,,,steve jones ------------------------------ Message: 24 Date: Fri, 15 Jul 2005 11:55:27 -0500 From: "Mark Jones" Subject: RE: KR> Re: brakes To: "KRnet" Message-ID: <26D1C67793459F43BF8DA235F92B1F357C4326@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="us-ascii" Use the 1/4" as a fish tape. Slide the 3/16 inside with some epoxy so it will not slip out when you pull it through. Mark Jones (N886MJ) Wales, WI Visit my web site: http://mywebpage.netscape.com/n886mj Email: flykr2s@wi.rr.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Mark Langford Sent: Friday, July 15, 2005 11:44 AM To: KRnet Subject: Re: KR> Re: brakes Joe Horton wrote: > I wish I could follow your advice on the tubing size but it has > to be fished through several holes that I know I drilled just big enough > to get the 1/4" tube through. The brake line is entirely built in until > it is in the cabin. If I could do it over it would have been all aluminum > tube. I thought I was going to be smart and suggest using the 1/4" as a guide for the new 3/16", but I just tried it with two pieces of Nylaflow, and it gets pretty hard to slide after about 6" or so. Some lubrication might get you there though. But maybe the moral of the story is to use 3/8" for new construction (as a guide tube) and then 3/16" as the line itself, guaranteeing easy replacement later. Mine is 3/16" and it's not coming out without a fight either... 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 ------------------------------ Message: 25 Date: Fri, 15 Jul 2005 11:59:15 -0500 From: "Mark Jones" Subject: RE: KR> Re: brakes To: "KRnet" Message-ID: <26D1C67793459F43BF8DA235F92B1F357C4327@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="us-ascii" I did basically the same thing except I used the flexible blue pvc electrical conduit. It is very light and can be bent any way you wish. I have it running the entire length of my wing and through the stub wings.....pulling wire or tubing is no problem. The conduit is floxed in place. to the main spar. Mark Jones (N886MJ) Wales, WI Visit my web site: http://mywebpage.netscape.com/n886mj Email: flykr2s@wi.rr.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of FIXERJONES@aol.com Sent: Friday, July 15, 2005 11:43 AM To: krnet@mylist.net Subject: Re: KR> Re: brakes when i built n212kr, i ran steel tubing from the gear leg, up thru the wing stub to the fusalage inside, so i could snake the tubing up thru the gear leg,thru the steel tube into the fusalage. tying a knot in a braded wire, feed the wire thru the lengh of tubing& thru the gear leg all the way to the outlet inside the cockpit & long enough for some one to pull on the wire as i feed the tubing thru the gearleg, all lubed up so is slides thru untill itcomes out inside where it termnates to the hard line fitting inside. this made replacing a flexable brake line possable so when my old flimsy brake line blew, i snaked new parker lines in & no more leaks steve jones,venice fl,n212kr _______________________________________ 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 273 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================