From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 317 Date: 8/21/2005 7:37:06 PM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. KR Gathering Warm up... (jscott.pilot@juno.com) 2. Re: tappets adjustments (Joe Beyer) 3. Auto & Aircraft engines (Colin & Bev Rainey) 4. Re: tappets adjustments (Orma) 5. Car vs Aircraft engine use (Dan Heath) 6. getting ready for passenger need briefing (Flymaca711689@aol.com) 7. Re: Car vs Aircraft engine use (Tinyauto@aol.com) 8. Re: getting ready for passenger need briefing (Dan Heath) 9. RE: getting ready for passenger need briefing (Steve Glover) 10. Re: RE: KR> Avgas/Mogas & Ellison (Joseph H Horton) 11. This mornings flight (Mark Jones) 12. Re: Car vs Aircraft engine use (Matthew Elder) 13. Re: "new" Corvair engine (Mark Langford) 14. New ideas from the Gatherings (Dan Heath) 15. Back to work... (Cris.) 16. Re: Back to work... (larry flesner) 17. ready for passenger need briefing (larry flesner) 18. RE: getting ready for passenger need briefing (Ron Lee) 19. Fw: KR2 for sale (Mark Jones) 20. Gathering (patrick36@usfamily.net) 21. Re: pitot/static location (Ray Fuenzalida) 22. Perpedicular Firewall or Level Longeron? (Steven Phillabaum) 23. Re: Perpedicular Firewall or Level Longeron? (Mark Langford) 24. airframe alignments (Don Chisholm) 25. kr wings (Don Chisholm) ---------------------------------------------------------------------- Message: 1 Date: Sat, 20 Aug 2005 22:08:33 -0600 From: jscott.pilot@juno.com Subject: KR> KR Gathering Warm up... To: krnet@mylist.net Message-ID: <20050820.220833.2488.0.jscott.pilot@juno.com> Content-Type: text/plain; charset=us-ascii Terry Chizek is having his annual Pre-Gathering campout and barbecue Friday and Saturday of next week. If you're a real dihard KR enthusiast, this is the place to be next weekend. From Terry: I'm having my annual cookout & campout August 26th & 27th. Campout friday night and B.B.Q sat at 6:00 pm At Marion KS [43K] This is a small getogather of some local pilots and four or so kr2 builder and my three kr2 . Terry Chizek c150td@netzero.net ------------------------------ Message: 2 Date: Sat, 20 Aug 2005 22:20:28 -0700 From: "Joe Beyer" Subject: Re: KR> tappets adjustments To: Message-ID: Content-Type: text/plain; charset="iso-8859-1" Mark wrote: >I didn't say you couldn't make an automotive engine run cool and be >reliable. People do it every day, but if you think it's not working a >lot harder than the automotive counterpart, you are in the minority... Air-cooled engines are at there best when run at one speed or close to it. Your comment was that car engines have an easier life as compared to being installed in an airplane. I say they have an easier life in a plane. They're being operated more intelligently by pilots, not like car drivers. Running an air-cooled engine at almost full power all the time isn't necessarily hard on the engine if it cools down properly and has good lubrication. My point was that with cars the constant stopping and starting, heating and cooling, down shifting, running the air-cooled VW engine in artic conditions, (which we get here from time to time), lugging it, going around corners with the oil sloshing to the side of the sump and uncovering the oil pickup tube, causing zero oil pressure, infrequent oil changes (which I avoid and I know that many people don't). In general, lousy maintenance. It's things like that which make for tough conditions for a VW engine in a car. True it is working harder all the time in a plane as compared to a car, but so what. Aircraft engine operation is like stepping on the gas in a car and accelerating all the time. That what they're designed to do. Just like the Corvairs their duty cycles are very close to the Continental and Lycoming engines which makes them very adaptable to airplanes. Just my opinion. -Joe ------------------------------ Message: 3 Date: Sun, 21 Aug 2005 07:53:36 -0400 From: "Colin & Bev Rainey" Subject: KR> Auto & Aircraft engines To: "KRnet" Message-ID: <005201c5a646$f70bbbb0$3a412141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" A search in the archives on the topic of auto engines vs. aircraft engines should reveal a large amount of data relating to their design differences and several educated opinions concerning their use airplanes. At the risk of over simplification, the biggest difference that I now see between the two is the airplane engine has been engineered to handle the specific loads and working conditions that the airplane and prop combination have been designed for, at the sacrifice of smooth running at all other rpms, etc... Much the way a racing engine is designed to do best in a smaller area of operation, so does the airplane engine. The auto engine however is expected to operate in a much wider range, and behave well. This causes it to be a bigger example of the compromises the designers have to make to achieve this. Hence computers coming on the scene to make adapting to these demands easier. Airplane engines are also now following suit due to public demand for more performance and economy, with better engines. An auto engine properly matched to a PSRU assembly, and prop the way a turbo-jet is matched will live a very long time if maintained with the same attention the airplane engine receives. The same holds true for the direct drive if it is properly modified to do the job it is asked to do, matched with an appropriate prop, and operated and maintained as one would the airplane engine. Colin Rainey ------------------------------ Message: 4 Date: Sun, 21 Aug 2005 07:59:17 -0400 From: "Orma" Subject: Re: KR> tappets adjustments To: "KRnet" Message-ID: <003201c5a647$c35f51e0$0302a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Net I am reluctant to get into the middle of a he said, he said discussion, But I see a point that is not being considered. With the exception of drag and track racing cars, I don't know of any car in which the throttle is set to wide open and is allowed to stay there for several minutes. When I am making a long trip in my KR of even in a 172, it's necessary to climb for long periods of time to reach the desired cruising altitude. A lot of times it's not possible to reach that point with out lowering the nose for a while to let the engine cool off for a while. I never run my turbo Mustang for more then a few second with the throttle wide open and even at high speed driving never use more then 2/3 of available throttle. If I were to run that Mustang wide open for the same time, I'd bet it would need an overhaul a lot sooner. I would have to say that aircraft engines which are designed to deliver peek power for only 2000 hours or less are comparable to auto engines that have factory warranties that last for 50,000 to 100000 miles At the end of the recommended service period. they are both worn out. A lot of that depends on the way a person uses the equipment As Dan would say your results may very. ------------------------------ Message: 5 Date: Sun, 21 Aug 2005 08:09:19 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: KR> Car vs Aircraft engine use To: Message-ID: <43086EEF.000003.03748@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" One thing to consider about the 2000 hours. If you get 165 MPH, that is 300 000 miles. I don't know too many car engines that get that kind of service. 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: 6 Date: Sun, 21 Aug 2005 11:44:11 EDT From: Flymaca711689@aol.com Subject: KR> getting ready for passenger need briefing To: krnet@mylist.net Message-ID: <1c1.2ee41d5f.3039fb4b@aol.com> Content-Type: text/plain; charset="US-ASCII" I have flown my Kr 400 hrs with out taking a passenger .its time now but getting here has been a long road . getting good power and rpm from my type 1 has taking time but im here now .and im comfortable with the vw it makes good power 3200 range . and its cheap to maintained. im not putting sand bags in my aircraft for testing for one thing if they shift a round i think you my be in deep sht . for me its my brother 6.2 205 me 5.11 190 lbs i have done hi speed taxi test with him all seems the same except of course cg is more aft making the nose lot easer to raise . i like to get some briefing on this . mine is stock raf48 1915 600 or so empty max rpm 3450 with sturba 52 x 44 prop .im flying from 4000 ft airport at 143 msl on the bright side both of us fit ok . i got ride in my hanger mates pulsar and it its much more cramped so this was a pleasant surprise !!!!!!!!! . mac flames are ok on sand bags mac 2w6 301 274 2874 _flymaca711689@aol.com_ (mailto:flymaca711689@aol.com) ------------------------------ Message: 7 Date: Sun, 21 Aug 2005 12:13:52 EDT From: Tinyauto@aol.com Subject: Re: KR> Car vs Aircraft engine use To: krnet@mylist.net Message-ID: <110.50363bd7.303a0240@aol.com> Content-Type: text/plain; charset="US-ASCII" Maybe revolutions per lifetime would be a good way to figure it instead of miles per lifetime. Mark Langford. How is the Corvair engine crankshaft thing going? Thanks Kevin. ------------------------------ Message: 8 Date: Sun, 21 Aug 2005 12:39:05 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> getting ready for passenger need briefing To: Message-ID: <4308AE29.000001.00172@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Mac, I am fairly sure that it is not legal to fly the plane in a configuration in which it has not been tested. That said, be sure of your CG. When I had my first KR with at 1915 engine, all I could hope to carry was myself at 170# ( at that time ) and 120# of concrete block. I agree about the sand bags, but you can secure them to your seat belt system, or make you a sand man and secure it, or something, so you can test it a little at a time. Oh, and with the 120#, it got very, and I mean very, squirrely and with low fuel, it was even worse. Also, make sure you don't have any obstacles to clear until you have plenty of room to climb and make sure your brother knows what he is letting himself in for. This is not a flame, just a word of caution. 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------- From: Flymaca711689@aol.com Subject: KR> getting ready for passenger need briefing my brother 6.2 205 me 5.11 190 lbs 1915 600 or so empty max rpm 3450 with sturba 52 x 44 prop .im flying from 4000 ft airport at 143 msl on the bright side both of us fit flames are ok on sand bags ------------------------------ Message: 9 Date: Sun, 21 Aug 2005 09:47:26 -0700 From: "Steve Glover" Subject: RE: KR> getting ready for passenger need briefing To: "'KRnet'" Message-ID: <000701c5a670$032bd780$9865fea9@IntelliSpec> Content-Type: text/plain; charset="US-ASCII" Mac, I would highly recommend flying with added weight in increments first. My KR flew great with one aboard. However, when Rich Shirley and I got in and it was a completely different story. Our weight was similar to your projected weight. I have a 2180cc VW for power. If it were not for Richard's exceptional piloting skills, we would not be here today. Although I had zero time in a KR, I have flown other small, squirrely planes and I was unable to control the plane. As Dan said, You can seat belt In the sand bags in 25 or 50 pound increments. We double bagged the sand bags in heavy duty hefty steel sacks. No sand in the plane and they stayed put. Regards, Steve Glover KR-2 N902G AJO, Ca -----Original Message----- From: krnet-bounces+kr02g=cox.net@mylist.net [mailto:krnet-bounces+kr02g=cox.net@mylist.net] On Behalf Of Flymaca711689@aol.com Sent: Sunday, August 21, 2005 8:44 AM To: krnet@mylist.net Subject: KR> getting ready for passenger need briefing I have flown my Kr 400 hrs with out taking a passenger .its time now but getting here has been a long road . getting good power and rpm from my type 1 has taking time but im here now .and im comfortable with the vw it makes good power 3200 range . and its cheap to maintained. im not putting sand bags in my aircraft for testing for one thing if they shift a round i think you my be in deep sht . for me its my brother 6.2 205 me 5.11 190 lbs i have done hi speed taxi test with him all seems the same except of course cg is more aft making the nose lot easer to raise . i like to get some briefing on this . mine is stock raf48 1915 600 or so empty max rpm 3450 with sturba 52 x 44 prop .im flying from 4000 ft airport at 143 msl on the bright side both of us fit ok . i got ride in my hanger mates pulsar and it its much more cramped so this was a pleasant surprise !!!!!!!!! . mac flames are ok on sand bags mac 2w6 301 274 2874 _flymaca711689@aol.com_ (mailto:flymaca711689@aol.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: 10 Date: Sun, 21 Aug 2005 12:54:21 -0400 From: Joseph H Horton Subject: Re: RE: KR> Avgas/Mogas & Ellison To: krnet@mylist.net Message-ID: <20050821.125421.-132181.0.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii Dan, I really think that it would be best if you didn't go to the Gathering this year. That way you would not be tempted to go home and cut something apart and start over. Then maybe we can fly together next year. Joe On Fri, 19 Aug 2005 18:06:34 -0400 (Eastern Daylight Time) "Dan Heath" writes: > Yea, I guess I should take this engine off and look for a core to > start > building up. Who makes the motor mounts? And I guess I will have > to re-do > the cowling and I sure hope that I still have room behind the engine > for the > stuff that I already have on the firewall, like the battery and fuel > filter > and pumps, or I will have to re-do all that, and I guess I will have > to get > a new intake and exhaust, and I know this Ellison won't work with > the big HP > Corvair, so I will have to get an EFS-3A. Wonder if I can get that > done in > time for the Gathering next year???? Oh, and I wonder if my > ignition system > will work or if I will have to replace all that also. > > Well, it is either that or haul Auto fuel to the airport and hope > the > Ellison does not break or use AvGas and hope the engine does not > break. > Maybe I can just get this engine re-worked to use AvGas or put on a > Zenith > Carbie. > > Oh, what to do, what to do. I think I will just have to think on it > for a > while.... > > 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------- > > From: Mark Langford > Date: 08/19/05 17:16:23 > To: Dan Heath > Subject: Re: RE: KR> Avgas/Mogas & Ellison > > > Now ain't that a catch22? > > I guess you'll have to put a Corvair in it! > > 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: 11 Date: Sun, 21 Aug 2005 12:03:05 -0500 From: "Mark Jones" Subject: KR> This mornings flight To: "KR Net" , "Corvaircraft" Message-ID: <005001c5a672$3422b6e0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" This morning I headed out on a cross country to prepare for my flight to the Gathering. The sky was absolutely beautiful in the crisp cool morning air. There was no haze and the sky was as blue as one could ever hope for. At 4000' I could clearly see Lake Michigan 30 miles to the east. The Milwaukee skyline against Lake Michigan was breathtaking. Anyway, level at 4000' on a 180° heading, with smooth air, I was indicating 144mph on the ASI and 159mph on the GPS. My oil temp was steady at 200° with cruise rpm at 3100. CHT was 295° and the EGT was 1250°. It just does not get any better than this. This calls for a big YEEEEEEEEEEEEEEEEEEEEEEEEEE HAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA 19 days till the Gathering......that is another YEEEEEEEEEEEEEEEEEEEEEEE HAAAAAAAAAAAAAAAAAAAAAA Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj ------------------------------ Message: 12 Date: Sun, 21 Aug 2005 10:24:28 -0700 (PDT) From: Matthew Elder Subject: Re: KR> Car vs Aircraft engine use To: KRnet Message-ID: <20050821172428.65783.qmail@web30204.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 I believe that's why they measure it in hours ;-) I think Dan was just trying to make a perspective comparison... On a KR note, I haven't updated the web page in a while, but will be doing so tonight. Got the new landing gear legs all built and installed on the plane! Finally something that looks like an airplane. Of course you know that the legs aren't "done". It seems like nothing ever gets "done". Always needs some kinda tweaking. Matt --- Tinyauto@aol.com wrote: > Maybe revolutions per lifetime would be a good way > to figure it instead of > miles per lifetime. > > Mark Langford. How is the Corvair engine crankshaft > thing going? > > Thanks > > Kevin. > _______________________________________ > 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 > ------------------------------------------------- Matthew Elder Orangeburg, SC http://www.infinigral.com/melder My Airplane Project: http://www.infinigral.com/melder/flying/KR1/ ------------------------------ Message: 13 Date: Sun, 21 Aug 2005 12:41:02 -0500 From: "Mark Langford" Subject: Re: KR> "new" Corvair engine To: "KRnet" Message-ID: <043101c5a677$820a4f80$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Kevin wrote: > Mark Langford. How is the Corvair engine crankshaft thing going? The "new" 2700cc engine is mounted to the airframe. It would be running today if I had the proper bolts to mount my old prop hub to the standard crank flange. GM created some bizarre 11/32-24 threads to hold the flywheel on (like 3/8-24 wouldn't do), and I'm having a machine shop rethread my 10mm bolts to this imaginary 11/32-24 thread. They're a week late already, and if they're not done by tomorrow afternoon, I'm rethreading the crank to 3/8-24 and using 3/8-24 socket head cap screws instead. I'm basically going to show up at the Gathering with exactly what I had before the crank breakage, except the engine will be smaller and the prop will be properly indexed. And the cowling will be a lot uglier in the area around the spinner. There's a little update at http://home.hiwaay.net/~langford/corvair/95hp/ ... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 14 Date: Sun, 21 Aug 2005 13:57:12 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: KR> New ideas from the Gatherings To: Message-ID: <4308C078.000001.03472@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Hey, yesterday, someone told me that they had a couple of Vair cores. I am sure tempted, but I don't think Jerry will go for it. You are right about the gathering. You always come back with such great ideas that you have to implement. But maybe this year, I will be able to resist. You better get flying soon, or you may be right about us beating you into the skys. We are getting very close. 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------- From: Joseph H Horton Date: 08/21/05 12:57:42 To: krnet@mylist.net Subject: Re: RE: KR> Avgas/Mogas & Ellison Dan, I really think that it would be best if you didn't go to the Gathering this year. That way you would not be tempted to go home and cut something apart and start over. Then maybe we can fly together next year. Joe ------------------------------ Message: 15 Date: Sun, 21 Aug 2005 22:29:16 +0200 From: "Cris." Subject: KR> Back to work... To: krnet@mylist.net Message-ID: Content-Type: text/plain; charset=ISO-8859-1 ...although it's not building an airplane :-( I'm back from my vacation and I was glad to find so many KRNet messages in my mailbox. I spent the past two weeks on Bingelis' articles and, being forced to wait some months before starting my project, I'll take the chance to gather as much information as possible reading this mailing list and more books I'm going to buy. Ciao! Cristiano. (future KRS2 builder) -- Engine Failure: A condition which occurs when all fuel tanks mysteriously become filled with air. (Aviation Dictionary) ------------------------------ Message: 16 Date: Sun, 21 Aug 2005 15:54:31 -0500 From: larry flesner Subject: Re: KR> Back to work... To: KRnet Message-ID: <3.0.6.32.20050821155431.00837100@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" >I spent the past two weeks on Bingelis' articles and, being forced to >wait >some months before starting my project, I'll take the chance to gather as >much information as possible reading this mailing list and more books I'm >going to buy. >Cristiano. +++++++++++++++++++++++++++++++++++++++++++++++++++++++ I would highly recommend getting all four of Bingelis' books. They are available through the EAA site, I believe. Money well spent. Building an airplane will not seem to be such an overwhelming task if you look at it as build one piece or part at a time. If the glue sticks, eventually it will fly!! :-) Larry Flesner - 164 hours flight time and still grinnin' !!!!!!!! ------------------------------ Message: 17 Date: Sun, 21 Aug 2005 15:55:42 -0500 From: larry flesner Subject: KR> ready for passenger need briefing To: KRnet Message-ID: <3.0.6.32.20050821155542.008398a0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" i have done hi >speed taxi test with him all seems the same except of course cg is >more aft >making the nose lot easer to raise . >mac 2w6 ++++++++++++++++++++++++++++++++++++++++++++++++++++++ I'm guessing you must have a tri-gear KR if the nose is easier to raise. I would have to agree with several of the post that suggest adding weight a bit at a time. I used rock salt bags at 40#'s each when working up on my weight. Do a very accurate W&B check to make sure you will stay in the CG range. You will be amazed at the performance loss as you increase the weight. With a full 200 pound passanger expect your performance to be cut in half. I'm talking takeoff and climbout here. With my tailwheel gear, one of my tests as I kept adding weight was to make sure I could raise the tail and roll level on the mains before liftoff. I was ASSUMING that if I could do that at liftoff speed, with the wheel contact point ahead of my C.L., that it was at least a flyable airplane. I'm not sure how you'd check for control on a tri-gear. I would STRONGLY ADVISE you NOT to go the full 200 pounds in one shot. Good luck, play safe............... Larry Flesner ------------------------------ Message: 18 Date: Sun, 21 Aug 2005 15:05:29 -0600 From: Ron Lee Subject: RE: KR> getting ready for passenger need briefing To: KRnet Message-ID: <6.0.1.1.2.20050821150424.01c91e60@mail.pcisys.com> Content-Type: text/plain; charset="us-ascii"; format=flowed >I would highly recommend flying with added weight in increments first. I strongly agree with this. To go from never a passenger to adding 205 pounds is very unwise. Ron Lee ------------------------------ Message: 19 Date: Sun, 21 Aug 2005 17:20:15 -0500 From: "Mark Jones" Subject: KR> Fw: KR2 for sale To: "KR Net" Message-ID: <009301c5a69e$81dfd260$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" I am forwarding the e-mail below to the list for this gentleman. Mark Jones (N886MJ) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj ----- Original Message ----- From: Guy Campolattara To: flykr2s@wi.rr.com Sent: Sunday, August 21, 2005 1:33 PM Subject: KR2 for sale Dear Mark, I live in northern Indiana. I have a KR2 for sale here. It includes a good solid VW core engine. The aircraft is in the "boat" stage and the wing spars are complete. This includes a complete set of unmolested KR2 plans. If you know anyone interested in this project please send them my way. E-mail is hdvalpo@msn.com or 219-405-1164 By the way, when is the gathering at Mount Vernon? Maybe I can trailer the project that way. I'm asking $1000.00 firm. Thanks. Guy J. Campolattara Valparaiso, Indiana. ------------------------------ Message: 20 Date: Sun, 21 Aug 2005 18:16:07 -0500 From: Subject: KR> Gathering To: "KR Net" Message-ID: <005701c5a6a6$4fa013c0$0500a8c0@domain.actdsltmp> Content-Type: text/plain; charset="iso-8859-1" `I guess I'm not too sure if I will make the gathering this year. Joanne is in the hospital after a fall two weeks ago. The fall didn't do much harm,(broken nose), but when checking for breaks with x-ray, MRI and CT scan, they found that she had a rare parasite in her that caused abscess inside on her gall bladder, her liver and under her heart. She had been sick for a few days and we were on our way to the Dr's. office when she fell. She was supposed to get out of the hospital last Wed. but this morning they gave her a blood transfusion so I'm not sure how long she will be in there and what kind of care she will need when she gets out. I've got a room paid for at the Americas Best Motel, for Thurs. Fri. & Sat. nights if some one needs a room. Patrick Driscoll Saint Paul, MN patrick36@usfamily.net --- http://USFamily.Net/dialup.html - $8.25/mo! -- http://www.usfamily.net/dsl.html - $19.99/mo! --- ------------------------------ Message: 21 Date: Sun, 21 Aug 2005 16:52:07 -0700 (PDT) From: Ray Fuenzalida Subject: Re: KR> pitot/static location To: KRnet Message-ID: <20050821235207.68895.qmail@web31510.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Hello Larry, On another subject, we have not discussed people bring all sorts of pieces parts and selling or trading them at the gathering. I for one would still like an engine if anybody has an extra core they can spare. I got another one here locally but I still need heads and a crank. I would love to just get one that I can tear down and start rebuilding. I have an extra sling seat that someone may be interested in. Anyway, is something like that an option? if so, put the word out and encourage everyone to grab and bring as much stuff as possible. Thanks for listening. Ray --- larry flesner wrote: > >Take a look at this link to see how I set mine up. > It works perfect as > >confirmed with my GPS. http://mywebpage.netscape.com/n886mj/wing.html > >Mark Jones (N886MJ) > +++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > When you're considering mounting/location, make sure > it is easily > serviced. It will be one of those items that is the > most easily > damaged. Extra hose, quick disconnects, etc. or > whatever it > takes. Mine is mounted on the inboard end of the > outer wing panel. > When I attach the outer wing, I feed the extra hose > through the > mount hole and attach pitot/static assembly after > the wing is > secured. I have a 4"X9" access hole on the bottom > side of the > wing center section to attach my fuel and electrical > lines. If I > need to service the pitot/static assembly, I take > out the two screws > that attach the assembly, pull it down, remove the > hose and do > whatever work is necessary. > > The other thing to consider is keeping it outside > the prop arc. > > Larry Flesner > > > > _______________________________________ > 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 > __________________________________________________ Do You Yahoo!? Tired of spam? Yahoo! Mail has the best spam protection around http://mail.yahoo.com ------------------------------ Message: 22 Date: Sun, 21 Aug 2005 20:03:47 -0400 From: Steven Phillabaum Subject: KR> Perpedicular Firewall or Level Longeron? To: Message-ID: <48uv17$349nui@mxip26a.cluster1.charter.net> Content-Type: text/plain; charset=ISO-8859-1 Hey Net. I have been procrastinating way to long now about my center spar installation. I have done the search and did not find successful information. I would like to know from those that have tried. Due to the banana boat the fire wall and longerons are not perpendicular. If I use the smart level and use the firewall as my main reference what will it do to the flight stance of the plane? And, What if anything will be needed to do to the engine mount? I can picture the plane flying with a nose down attitude which looks like it would cause a lot of drag by the fuselage. My building is at a standstill until I install my spars. Steven Phillabaum KR2S; 5048; corvair; Auburn, Alabama ------------------------------ Message: 23 Date: Sun, 21 Aug 2005 20:36:10 -0500 From: "Mark Langford" Subject: Re: KR> Perpedicular Firewall or Level Longeron? To: "KRnet" Message-ID: <005301c5a6b9$e0511d20$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Steve Phillabaum wrote: > My building is at a standstill until I install my spars. I would (and did) take a two foot level and center it over the area between the main and aft spars and use that from now on. Make sure the level reads the same in both directions, or average between the two, and always use the same side (they may be different). You'll always be able to access that location, but the firewall will get so crowded later that you can't get a level on it. Besides, the spar locations are what counts. I used a water level early on, but that's a big pain, and the 2 footer is certainly close enough for KR work. The bubble on a level is pretty sensitive! Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 24 Date: Sun, 21 Aug 2005 21:38:44 -0400 (EDT) From: Don Chisholm Subject: KR> airframe alignments To: krnet@mylist.net Message-ID: <20050822013844.89869.qmail@web88002.mail.re2.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 it really doesn't matter about the bows in the banana boat top longerons or the orientation of the firewall in relation to the longerons as your alignments should be established on a longtitudinal plane in relationship to your angle of incidence of your airfoil profile and all your alignments ( horizontal stabilizer, and thrust line) will be established on that longtitudinal line. Do yourself a favour and purchase a lazer level, it will make your life so much simpler. ------------------------------ Message: 25 Date: Sun, 21 Aug 2005 22:36:41 -0400 (EDT) From: Don Chisholm Subject: KR> kr wings To: krnet@mylist.net Message-ID: <20050822023641.63769.qmail@web88010.mail.re2.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Steve; seeing as how you haven't installed your center spars yet may I make a suggestion, food for thought. I built my outer wing panels with my center spars mounted in a rollover jig made from angle iron. It allowed me to turn my assembly over so I could glass my foam cores top side up, bottom side up, leading edge up or trailing edge up. When I built my KR1, and hated doing the outer wing panels on the airplane. This time around I decided to get them out of the way first. It is so much easier to build them this way and using a lazer level and the TET airfoil templates allows you to achieve complete accuracy easily. The outer panels can be completely finished including maintaining aileron alignment by leaving a 48 in. template on the butt of the outer panel. You rig your jig to accommodate the fuselage so you maintain your center spar to outer spar alignments then glue them in.I think anybody that has built a KR will attest with a little after thought that having the outer panels out of the way now then fabricating the rest of the airplane puts you way ahead of the game as it is my consideration that the outerwing panel construction is the trickiest part of the airplane ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 317 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================