From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 421 Date: 10/21/2005 3:45:10 PM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Re: another day, another flight or two... (Dan Heath) 2. BRS (Jaco Swanepoel) 3. Re: another day, another flight or two... (Ed Janssen) 4. engine break-in (Fred Lowerre) 5. Re: engine break-in (Mark Langford) 6. Re: BRS (Ron Lee) 7. making covers & other upholstery matters (Don Chisholm) 8. Re: another day, another flight or two... (VIRGIL N SALISBURY) 9. RE: BRS (Steve Jacobs) 10. Re: BRS (Ron Smith) 11. Re: BRS (Ron Smith) 12. Steve Jones' Crash (Mark Jones) 13. BRS (Shawn and Laura) 14. Re: Steve Jones' Crash (Dennis Mingear) 15. Re: engine break-in (patrusso) 16. Re: engine break-in (Mark Langford) 17. Re: another day, another flight or two... (patrusso) 18. Re: BRS (Ron Lee) 19. Re: BRS (Ron Lee) 20. Re: BRS (Michael) 21. Re: Risk assesment (Martindale Family) 22. Gear legs and belly-boards (Rich Meyer) ---------------------------------------------------------------------- Message: 1 Date: Fri, 21 Oct 2005 05:20:09 -0400 (Eastern Daylight Time) From: "Dan Heath" Subject: Re: KR> another day, another flight or two... To: Message-ID: <4358B2C9.000003.03496@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" What an awesome sight. Thanks for the post. I hope this will help some of those who think you should try to 3 point a KR The person to whom I sold the Little Beast, was doing good landings the way I instructed him, until some of the airport people, who had never before seen a KR, convinced him that he should be doing 3 point landings. He broke it on the very next landing and to this day, it has not flown again. See N64KR at http://KRBuilder.org - Then click on the pics See you in Mt. Vernon - 2006 - KR Gathering There is a time for building and a time for FLYING and the time for building is over. Daniel R. Heath - Lexington, SC -------Original Message------- From: Mark Langford Date: 10/20/05 22:28:20 To: KRnet Subject: KR> another day, another flight or two... KRNetHeads, Today I took the afternoon off to visit Troy Petteway in Columbia, TN, just 20 minutes away by KR. The mission was for him to critique my landings and tell me what I was doing wrong, since sometimes l land OK, and sometimes they're pathetic. He was at the end of the runway watching as I came in, and quickly declared that I was doing full stall landings, which were not easy or recommended in the KR. He said my tail wheel was at least a foot below the mains all the way in. Next time around, he said, come in 10 knots faster and keep the nose low all the way to the ground, and just "fly" the thing on to the ground. I did, and it was a pretty good one! It reminded me that Bill Clapp had taught me the same method, but I'd forgotten it while rebuilding my engine. I did 6 total, in gusty/bumpy air (9 knots, gusting to 16), and only one was a slight bouncer, so it was time well spent. After that, I went back to Hazel Green and did a greaser the same way. I got out and noticed the wind had died down, and there was still two hours of daylight, so I flew to Guntersville and did two more landings, then to Moontown's grass strip and did two more. From there, a buddy with a Swift joined up and I took some air-to-air shots for him in the late afternoon light. He owes me now, and has a camera just like mine, so pictures of mine flying are upcoming, I suspect. After the photo shoot, I was almost over Fayetteville, TN, so I landed there twice, and then back to Hazel Green. Grand total for the day was 3 hours, 5 airports (two of them "strange"), 14 landings, and I'm a little more skilled all the way around now. I even got to watch a beautiful sunset before my last landing (http://home.hiwaay.net/~langford/051020131m jpg ). The "new" 2700cc Corvair is still purring smoothly, and almost everybody comments on how sweet it sounds. Life is good...so come on in! 65 hours and counting... 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: 2 Date: Fri, 21 Oct 2005 03:28:14 -0700 (PDT) From: Jaco Swanepoel Subject: KR> BRS To: krnet@mylist.net Message-ID: <20051021102814.57992.qmail@web31713.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Very sad to here about Steve. I guess it is true, the KR guys are like family. Ron, I think a BRS is not an option, it must be a requirement. I bought and installed a GRS in South Africa, approx US$3000.00, and would have paid double if I had to. We all build and modify our birds to suit us, why not allow for something that can save your life. Yes, it does add 20lbs but the difference in weight between the lightest and the heaviest KR far exceeds 20lbs with vertually the same power plants. Lets truly enjoy what we do and do it as safely as humanly possible. I do not enjoy losing family. http://www.galaxysky.cz/index_en.php?k=dealer Jaco Swanepoel South Africa KR2S: ZU-DVP (almost in the air) --------------------------------- Yahoo! FareChase - Search multiple travel sites in one click. ------------------------------ Message: 3 Date: Fri, 21 Oct 2005 06:21:55 -0500 From: ejanssen@chipsnet.com (Ed Janssen) Subject: Re: KR> another day, another flight or two... To: "KRnet" Message-ID: <000901c5d631$a4ef87b0$9700a8c0@dad> Content-Type: text/plain; charset="iso-8859-1" Mark, Interesting that you should mention this. When flying the KR-1, I landed the same way as Troy suggested to you (well, maybe not 10 mph faster). I was always a little nervous about closing the throttle on approach with the VW. When I knew I had the field was made, I would rather keep the rpm up to about 1500 or so and drive it on to the mains and almost immediately the tail would fall with a little "plop". Glad your having so much fun with the KR. Ed Ed Janssen mailto:ejanssen@chipsnet.com least a foot below the mains all the way in. Next time around, he said, come in 10 knots faster and keep the nose low all the way to the ground, and just "fly" the thing on to the ground. I did, and it was a pretty good one! It reminded me that Bill Clapp had taught me the same method, but I'd forgotten it while rebuilding my engine. ------------------------------ Message: 4 Date: Fri, 21 Oct 2005 04:53:12 -0700 (PDT) From: Fred Lowerre Subject: KR> engine break-in To: krnet@mylist.net Message-ID: <20051021115312.11874.qmail@web35804.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 I have a question for you experienced VW guys.......I'm just about to get my engine back from Revmaster after a total rebuild.[New cyls,pistons,rings,heads,etc] What has been found to be the best way to break in the engine and get it ready for that first flight? What oil has been found to promote longetivity and should I use a break-in oil like on Lyc's and Continental's? And realistically, what's the TBO on these engines? This is my first VW....still lots to learn........Fred. --------------------------------- Yahoo! FareChase - Search multiple travel sites in one click. ------------------------------ Message: 5 Date: Fri, 21 Oct 2005 07:02:41 -0500 From: "Mark Langford" Subject: Re: KR> engine break-in To: "KRnet" Message-ID: <003901c5d637$56c98580$d004a58c@net.tbe.com> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Fred wrote: > I have a question for you experienced VW guys.......I'm just about to > get > my engine back from Revmaster after a total rebuild.[New > cyls,pistons,rings,heads,etc] What has been found to be the best way to > break in the engine and get it ready for that first flight? What oil has > been found to promote longetivity and should I use a break-in oil like on > Lyc's and Continental's? And realistically, what's the TBO on these > engines? This is my first VW....still lots to learn.......< Cams and lifters normally come with instructions that say something like "run at 2500 rpm continuously for the first 30 minutes of operation". That's hard to do on an airplane, so William Wynne (Corvair guy, but pratically the same thing) says anything over 1500 rpm is good enough. Rings like varying rpms though, but they're going to seat sooner or later anyway, so they'll take care of themselves during first flights. William also recommends plain old 30 wt oil to break it in, and then Shell Rotella T (cheap, from Walmart or elsewhere). He says the oil is good for 300 degrees before degradation sets in. That's good enough for me. I'll leave TBO to others who run them, but from what I gather, something's probably going to need overhauling or fixing before 300 hours, which still ain't bad, considering the abuse we dish out in aircraft applications... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------ Message: 6 Date: Fri, 21 Oct 2005 07:33:38 -0600 From: Ron Lee Subject: Re: KR> BRS To: KRnet Message-ID: <6.0.1.1.2.20051021073202.01c30888@mail.pcisys.com> Content-Type: text/plain; charset="us-ascii"; format=flowed >Ron, I think a BRS is not an option, it must be a requirement. That is fine for a personal decision but not a mandate. My opinion is that a BRS is a crutch and masks poor piloting skills or decisions. Reference: My analysis of several Cirrus BRS deployments. Ron Lee ------------------------------ Message: 7 Date: Fri, 21 Oct 2005 09:57:45 -0400 (EDT) From: Don Chisholm Subject: KR> making covers & other upholstery matters To: krnet@mylist.net Message-ID: <20051021135745.44433.qmail@web88006.mail.re2.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 doing professional looking looking upholstery really does depend on what equipment you have at your disposal as the craft itself is not difficult. The difference is that an upholsterer has a repertory of techniques and has a hands on knowledge of the materials being used, thousands of hours at the craft also shows in the finished product. The heavier the material the more difficulty you will encounter if your sewing machine is not up to the task, it's all in whether the machine can feed the work. Homemakers and high speed garment workers machines are called drop feed machines and the feed dogs in the base of the machine is what feeds the work, the next level machine is called a compound feed machine with either a walking foot or walking needle walking foot . The machine in effect feeds top and bottom, trying to use a machine that is not up to the task is not only frustrating but can ruin hours of work and expensive materials. Threads used for upholstery is the next consideration, I use 2 kinds of thread, for indoor applications nylon upholstery grade thread has a high tensile strength. For outdoor applications I use a marine quality thread which is resistant to UV and rot. Stitch length is also a consideration, garments require a close stitch with many stitches per inch, upholstery requires less stitches per inch. In vinyls and leathers, too tight a stitch will cut the material, the hole spacing has to be wider apart . There are other considerations but if you don't have the equipment at your disposal use lighter materials and you shouldn't have any problems using a light sewing machine Sunbrella and the generic brands of that brand shouldn't be a problem. My only consideration with those types of materials is they have get wet to be water resistant and shrinkage is some concern but are more drapeable than stiffer materials ------------------------------ Message: 8 Date: Fri, 21 Oct 2005 11:03:45 -0400 From: VIRGIL N SALISBURY Subject: Re: KR> another day, another flight or two... To: krnet@mylist.net Message-ID: <20051021.110505.1072.1.virgnvs@juno.com> Content-Type: text/plain; charset=us-ascii What do you do when the rpm's are not there?? Engine out. Virg On Fri, 21 Oct 2005 06:21:55 -0500 ejanssen@chipsnet.com (Ed Janssen) writes: > Mark, > > Interesting that you should mention this. When flying the KR-1, I > landed > the same way as Troy suggested to you (well, maybe not 10 mph > faster). I > was always a little nervous about closing the throttle on approach > with the > VW. When I knew I had the field was made, I would rather keep the > rpm up to > about 1500 or so and drive it on to the mains and almost immediately > the > tail would fall with a little "plop". > > Glad your having so much fun with the KR. > > Ed > > Ed Janssen > mailto:ejanssen@chipsnet.com > > least a foot below the mains all the way in. Next time around, he > said, > come in 10 knots faster and keep the nose low all the way to the > ground, and > just "fly" the thing on to the ground. I did, and it was a pretty > good one! > It reminded me that Bill Clapp had taught me the same method, but > I'd > forgotten it while rebuilding my engine. > > > _______________________________________ > 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 > > Virgil N. Salisbury - AMSOIL www.lubedealer.com/salisbury Miami ,Fl ------------------------------ Message: 9 Date: Fri, 21 Oct 2005 19:43:51 -0700 From: "Steve Jacobs" Subject: RE: KR> BRS To: "'KRnet'" Message-ID: <000001c5d6b2$71119e70$8364a8c0@home> Content-Type: text/plain; charset="us-ascii" My opinion is that a BRS is a crutch and masks poor piloting skills or decisions. +++++++++++++ A most welcome crutch when excellent piloting skills and the very best decisions will not stop nature from passing the death sentence, particularly when: = The motor quits over the mountains. (It happened to me) = An aileron comes adrift - refer at least one Cirrus incident (he survived) = A bird takes comes through the windscreen / canopy (variety of examples with mostly sad consequences) = Medical problem incapacitates the driver who hopefully briefed the wife, kid or whoever is along for the ride (about the big RED lever called BRS). Several happy stories here and many, many sad stories. Refer http://brsparachutes.com/index.mgi and read about more than 20 people (so far) who are pleased to have had that 2nd chance. = Caught out on top of 8/8?, Serious QBI? / Icing? / instrument failure? - refer the illustrious father of all KR's, Kenny Rand (sadly he did not survive) I agree with Jaco, just do it. Barry K from down under has one in a stock KR2 (almost Stock) and still has space for his good lady. Shucks man, even some hang gliders have them - surely any KR can accept A BRS. Steve Zambia ------------------------------ Message: 10 Date: Fri, 21 Oct 2005 11:13:44 -0700 (PDT) From: Ron Smith Subject: Re: KR> BRS To: KRnet Message-ID: <20051021181344.83328.qmail@web81709.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 --- Ron Lee wrote: > > >Ron, I think a BRS is not an option, it must be a > requirement. > > That is fine for a personal decision but not a > mandate. My opinion > is that a BRS is a crutch and masks poor piloting > skills or decisions. > > Reference: My analysis of several Cirrus BRS > deployments. > > Ron Lee > Respectfully Ron, Substitute your argument for airbags in cars and you'll see that your argument is fallacous. A BRS in the plane is not a crutch, and neither contributes, nor takes away any "pilot skills, or decisions". It give you an option at 300 feet in a flat spin. Like say when Ken Rand was in that situation with no fuel, and could not see the gound. Of course you are better than Ken. Right? You've never made a bad decision. Right? It is good when pilots are confident in their skills and proper emergency procedures. Pilots, even very good ones still die, in accidents when they don't need to. I'd rather be a "live" bad pilot, than a "dead" good pilot. Thankfully I can be both a good pilot, and give myself the option to stay alive, at a low cost. What do you say to your Son or Daughter in the passenger seat right before impact.............sorry? Pull the handle is a better option. ------------------------------ Message: 11 Date: Fri, 21 Oct 2005 11:17:48 -0700 (PDT) From: Ron Smith Subject: Re: KR> BRS To: KRnet Message-ID: <20051021181748.61329.qmail@web81707.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 --- Jaco Swanepoel wrote: > Very sad to here about Steve. I guess it is true, > the KR guys are like family. > > Ron, I think a BRS is not an option, it must be a requirement. I > bought and installed a GRS in South Africa, approx US$3000.00, and > would have paid double if I had to. We all build and modify our > birds to suit us, why not allow for something that > can save your life. Yes, it does add 20lbs but the > difference in weight between the lightest and the > heaviest KR far exceeds 20lbs with vertually the > same power plants. Lets truly enjoy what we do and > do it as safely as humanly possible. I do not enjoy > losing family. > > http://www.galaxysky.cz/index_en.php?k=dealer > > Jaco Swanepoel > South Africa > KR2S: ZU-DVP (almost in the air) > > Sanity from down under. How is it going with your little bird? ------------------------------ Message: 12 Date: Fri, 21 Oct 2005 13:23:32 -0500 From: "Mark Jones" Subject: KR> Steve Jones' Crash To: "KR Net \(E-mail\)" , "CorvAircraft \(E-mail\)" Message-ID: <26D1C67793459F43BF8DA235F92B1F357C45E6@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" I know, with everyone that this post reaches, the loss of such a guy as Steve weighs very heavy on our minds and we are all deeply saddened with the loss of Steve. It is human instinct to start throwing out every possible cause and discuss them amongst ourselves until the actual facts are known. The bad part of this, is that the victims family members very well could possibly be reading all of these e-mails also, so we need to think and be sure of what we are posting. Therefore, I feel it is appropriate to inform everyone of factual information received from the President of the local EAA chapter in which Steve was a member. According to this very reliable source, Steve was doing gross weight flight testing prior to carrying passengers with him. At the time of the accident, Steve had 175 pounds of sand bags in the plane with him. How many were on the seat, how many on the floor and if they were secured is not known. Also it is not known if Steve worked up to this weight gradually or if he placed the full weight in at one time. Knowing how meticulous Steve was, I would think he gradually worked his way up to that weight. Steve had been in the air for about one hour when he returned to the airport. From what is known it appears that he lost the plane as he turned from base to final spinning into the water. Upon medical examination of the body, water was found in Steve's lungs indicating he died after impact. Another fact that is not known is how Steve's CG range reacted with this additional weight. The added weight possibly pushed his CG beyond the aft limits rendering the aircraft unstable. Again, from this information, it is pretty obvious this was not an engine issue or a mechanical failure. We all need to evaluate ourselves as pilots and our aircraft to make sure we fly as safe as possible. Steve paid the ultimate price doing what he so dearly loved and I am sure he would want all of us to learn from him. Mark Jones (N886MJ) Wales, WI Visit my web site: http://mywebpage.netscape.com/n886mj Email: flykr2s@wi.rr.com ------------------------------ Message: 13 Date: Fri, 21 Oct 2005 15:02:54 -0400 From: Shawn and Laura Subject: KR> BRS To: KRnet Message-ID: <43593B5E.2040705@sympatico.ca> Content-Type: text/plain; charset=ISO-8859-1; format=flowed My opinion > is that a BRS is a crutch and masks poor piloting > skills or decisions. You should learn from bad decisions..not die from them. my $.02 Shawn Lindsay, Ontario ------------------------------ Message: 14 Date: Fri, 21 Oct 2005 12:42:37 -0700 (PDT) From: Dennis Mingear Subject: Re: KR> Steve Jones' Crash To: KRnet Message-ID: <20051021194237.27487.qmail@web51404.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Thanks for the additional info regarding this very sad event Mark. Everytime I see someone on the list talk about sandbags in the cockpit I always worry about the darn things shifting around and as we all know it doesn't take much shifting around, not to mention a loose 50 pound bag of sand, in a KR to make things interesting for the pilot. I wish that there was another way to do this testing. Maybe barbell weights securely bolted to the structure, that are installed in a way that you can gradually increase the load without endangering the test pilot. Just a thought ... Denny --- Mark Jones wrote: > I know, with everyone that this post reaches, the > loss of such a guy as Steve weighs very heavy on our > minds and we are all deeply saddened with the loss > of Steve. It is human instinct to start throwing out > every possible cause and discuss them amongst > ourselves until the actual facts are known. The bad > part of this, is that the victims family members > very well could possibly be reading all of these > e-mails also, so we need to think and be sure of > what we are posting. Therefore, I feel it is > appropriate to inform everyone of factual > information received from the President of the local > EAA chapter in which Steve was a member. According > to this very reliable source, Steve was doing gross > weight flight testing prior to carrying passengers > with him. At the time of the accident, Steve had 175 > pounds of sand bags in the plane with him. How many > were on the seat, how many on the floor and if they > were secured is not known. Also it is not known if > Steve worked up to this weight gradually or if he > placed the full weight in at one time. Knowing how > meticulous Steve was, I would think he gradually > worked his way up to that weight. Steve had been in > the air for about one hour when he returned to the > airport. From what is known it appears that he lost > the plane as he turned from base to final spinning > into the water. Upon medical examination of the > body, water was found in Steve's lungs indicating he > died after impact. Another fact that is not known is > how Steve's CG range reacted with this additional > weight. The added weight possibly pushed his CG > beyond the aft limits rendering the aircraft > unstable. Again, from this information, it is pretty > obvious this was not an engine issue or a mechanical > failure. We all need to evaluate ourselves as pilots > and our aircraft to make sure we fly as safe as > possible. Steve paid the ultimate price doing what > he so dearly loved and I am sure he would want all > of us to learn from him. > > Mark Jones (N886MJ) > Wales, WI > Visit my web site: > http://mywebpage.netscape.com/n886mj > Email: 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 > GOP = Greed-Oppression-Power. __________________________________ Start your day with Yahoo! - Make it your home page! http://www.yahoo.com/r/hs ------------------------------ Message: 15 Date: Fri, 21 Oct 2005 16:58:19 -0400 From: "patrusso" Subject: Re: KR> engine break-in To: "KRnet" Message-ID: <001401c5d682$2afb9330$5ca672d8@patrusso> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Who better to answer your questions than REVMASTER? It is their product, reputation and they should know the best way to treat their engine. From us, you'll get twenty different opinions. ----- Original Message ----- From: "Fred Lowerre" To: Sent: Friday, October 21, 2005 7:53 AM Subject: KR> engine break-in > I have a question for you experienced VW guys.......I'm > just > about to get my engine back from Revmaster after a total rebuild.[New > cyls,pistons,rings,heads,etc] What has been found to be the best way to > break in the engine and get it ready for that first flight? What oil has > been found to promote longetivity and should I use a break-in oil like on > Lyc's and Continental's? And realistically, what's the TBO on these > engines? This is my first VW....still lots to learn........Fred. > > > --------------------------------- > Yahoo! FareChase - Search multiple travel sites in one click. > _______________________________________ > 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: 16 Date: Fri, 21 Oct 2005 16:07:28 -0500 From: "Mark Langford" Subject: Re: KR> engine break-in To: "KRnet" Message-ID: <001201c5d683$71ec7970$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" > Who better to answer your questions than REVMASTER? Yep, I decided that was the proper answer on my drive home from work...but you beat me to that revelation by a few minutes... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 17 Date: Fri, 21 Oct 2005 17:07:23 -0400 From: "patrusso" Subject: Re: KR> another day, another flight or two... To: "KRnet" Message-ID: <002501c5d683$6ef643e0$5ca672d8@patrusso> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Great info from both of you,...but whoa...are you equiped with speed brake or flaps? I have neither. Can I still follow your advice. 1500 RPMs, my plane wants to keep flying. ----- Original Message ----- From: "Ed Janssen" To: "KRnet" Sent: Friday, October 21, 2005 7:21 AM Subject: Re: KR> another day, another flight or two... > Mark, > > Interesting that you should mention this. When flying the KR-1, I > landed the same way as Troy suggested to you (well, maybe not 10 mph > faster). I was always a little nervous about closing the throttle on > approach with the VW. When I knew I had the field was made, I would > rather keep the rpm up to > about 1500 or so and drive it on to the mains and almost immediately the > tail would fall with a little "plop". > > Glad your having so much fun with the KR. > > Ed > > Ed Janssen > mailto:ejanssen@chipsnet.com > > least a foot below the mains all the way in. Next time around, he > said, come in 10 knots faster and keep the nose low all the way to the > ground, and just "fly" the thing on to the ground. I did, and it was > a pretty good one! > It reminded me that Bill Clapp had taught me the same method, but I'd > forgotten it while rebuilding my engine. > > > _______________________________________ > 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: Fri, 21 Oct 2005 15:11:09 -0600 From: Ron Lee Subject: Re: KR> BRS To: KRnet Message-ID: <6.0.1.1.2.20051021150502.01ca2aa8@mail.pcisys.com> Content-Type: text/plain; charset="us-ascii"; format=flowed Ron, How will I get into a flat spin? Answer: It won't happen or has such a low probability that it is not worth being part of a risk assessment. My piloting skills: Good to better than average Pilot judgement: Superior Flight currency: 250 hours a year the last three years Current training: instrument rating As I said, if you or anyone else desires to install a BRS, go ahead. I have seen several cases where they were used were use masked extremely poor judgement. The aileron case may be viable if and only if detection of the maintenance problem was undetected during a normal preflight. That does not apply to me since I know the status of my control system. The argument that everyone makes bad decisions is fundamentally flawed and cannot support a universal mandate for BRS systems. I don't make those kind of decisions, which is why I am a safer pilot than many. FACT! Ron Lee ------------------------------ Message: 19 Date: Fri, 21 Oct 2005 15:32:03 -0600 From: Ron Lee Subject: Re: KR> BRS To: KRnet Message-ID: <6.0.1.1.2.20051021152944.01ca6428@mail.pcisys.com> Content-Type: text/plain; charset="us-ascii"; format=flowed One suggestion for those who are installing a BRS. Make sure that you perform the required structural analysis to verify that deployment of the BRS under all plausible flight conditions will not result in structural failure and that it lowers the aircraft in a position that does not result in major physical injury upon landing. Ron Lee ------------------------------ Message: 20 Date: Fri, 21 Oct 2005 14:56:37 -0700 (PDT) From: Michael Subject: Re: KR> BRS To: KRnet Message-ID: <20051021215638.55615.qmail@web80001.mail.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Good point Ron! I wonder how fast the decent rate would be with the chute deployed over a KR2 or 2s. Also if the aircraft is coming down tail first (chute mounted to firewall) is the pilot going to be wearing the engine on impact? Ron Lee wrote:One suggestion for those who are installing a BRS. Make sure that you perform the required structural analysis to verify that deployment of the BRS under all plausible flight conditions will not result in structural failure and that it lowers the aircraft in a position that does not result in major physical injury upon landing. Ron Lee _______________________________________ 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: 21 Date: Sat, 22 Oct 2005 07:56:46 +1000 From: "Martindale Family" Subject: Re: KR> Risk assesment To: "KRnet" Message-ID: <003a01c5d68a$54fb1860$1fdf683a@martindale> Content-Type: text/plain; charset="iso-8859-1" Hey Barry Is that an Aussie outback shed or what !! John The Martindale Family 29 Jane Circuit Toormina NSW 2452 Australia ph: 61 2 66 584767 email: johnjanet@optusnet.com.au ----- Original Message ----- From: "Barry Kruyssen" To: "KRnet" Sent: Friday, October 21, 2005 7:37 AM Subject: Re: KR> Risk assesment > Hi All > > I have a Balistic Chute, see my web page to see it installed next to > my OLD engine and why I mounted it there. http://www.users.bigpond.com/kr2/grs_ballistic_chute.htm. > I'm away for work for then next week till Saturday 29th, I'll then > take some phots with the new engine. > > The type BRS I have, has been used at 800ft inverted, pilot walked > away with minor cuts and bruises. > > I think I would always try and have some type of chute on an > experimental aircraft (I always wear a chute when flying a glider) > > regards > Barry Kruyssen > Cairns, Australia > RAA 19-3873 > > kr2@BigPond.com > http://www.users.bigpond.com/kr2/kr2.htm > > > > I > ----- Original Message ----- > From: Ron Smith > To: krnet@mylist.net > Sent: Friday, October 21, 2005 3:19 AM > Subject: KR> Risk assesment > > > The death of Steve Jones has me thinking hard. When I look at how > many deaths have occured in experimental aircraft and compare that to the number of experimental aircraft that have been completed and flown, it seems to me that our "hobby" is quite risky. > > I'm ok with that. > > Also I factor in that guys like Steve Jones are very intelligent > folks, meticulous, and thoughtful. > > > I wonder why we build these small planes without BRS devices. That 3 thousand dollars seem to me to be very cheap insurance. > > Now I know alot of guys will come out of the wood works and say that > "as long as you get the nose down, and fly the plane, etc etc" > > I'm sure Steve knew to do all those things. He is gone. > > > Am I all wrong in my thinking? > _______________________________________ > 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 ------------------------------ Message: 22 Date: Fri, 21 Oct 2005 17:37:05 -0500 From: "Rich Meyer" Subject: KR> Gear legs and belly-boards To: "'KRnet'" Cc: 'Joe Beyer' Message-ID: <000101c5d690$dba9cc20$3decfea9@RHM> Content-Type: text/plain; charset="us-ascii" Joe, Can you (or others) give me the pros and cons of aluminum gear legs vs. the Diehl scotchply composite? I'm about a week away from ordering the Diehl kit for converting from original retracts to fixed trigear. Simple, tested . . . Are there other options I should consider? As we open our wing stubs, change our brakes and seat, and otherwise cut and machine and fiberglas, seems we might also want to add either a belly-board or flaps. We've been warned that otherwise we'll be half-way down the runway before we stop floating. On first glance, belly-board looks simpler. (Right now, I like simple, I want to fly soon and I can save some upgrades for another winter.) We're eager for advice, Rich, for the Benton Aero Club and N26LT ---------------------------------------------- -----Original Message----- From: krnet-bounces+cptcsd=npcc.net@mylist.net [mailto:krnet-bounces+cptcsd=npcc.net@mylist.net] On Behalf Of Joe Beyer Sent: Monday, October 17, 2005 3:02 AM To: krnet@mylist.net Subject: KR> (no subject) Message: 8 Date: Sun, 16 Oct 2005 18:58:58 -0500 From: "M & C" Subject: Re: KR> Aluminum barstock To: "KRnet" I did this back in '88 and it works fine. Send me your email address and I can send some pictures. -Joe >I've still got the old spring bar for the oringal retracks so I plan to just >cut it into and use it. The oringal bar was designed to handle the >landing loads so it it should handle any loads imposed on it in a fixed >gear position. I've never heard of one breaking?? Commits or >suggestions welcome. ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 421 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================