From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 440 Date: 11/2/2005 9:00:20 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. cabin heat / flaps (Larry Flesner) 2. Re: Dual coantrols (Dan Heath) 3. Re: W & B dilemma (Dan Heath) 4. RE: accident with stored wings (Pond Family) 5. Landings especially in a KR (Colin Rainey) 6. RE: landing a KR (Brian Kraut) ---------------------------------------------------------------------- Message: 1 Date: Wed, 02 Nov 2005 18:59:54 -0600 From: Larry Flesner Subject: KR> cabin heat / flaps To: KRnet Message-ID: <6.2.5.6.0.20051102185232.0315bf40@verizon.net> Content-Type: text/plain; charset=us-ascii; format=flowed > It is not hooked directly to a heat muff yet but it got enough heat >out of the cowl to keep me nice and comfortable. Joe Horton +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ Beware of carbon monoxide when doing that !!!! When testing your flaps, do a complete landing sequence at altitude with turns, power changes, speed changes, etc. and take it down to a full stall. Make sure to try some flaps up stalls first so there are no surprises. You can't wear that "Test Pilot" patch if you're going to be a woos about it. :-) Larry Flesner ------------------------------ Message: 2 Date: Wed, 2 Nov 2005 20:04:40 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> Dual coantrols To: Message-ID: <43696228.000001.01612@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Yes, you are nutz as a fruit nut cake. I flew my first KR for 185 hours and it was the single most point of irritation and aggravation that I had with that plane. This one has dual controls, for the purpose of getting the stick between my legs, so I can control the plane with either hand, or even hold it steady with my legs, and all this without the need for an arm rest because I already have one, my legs. There are three improvements that the stock KR needed, fixed gear, dual stick, and more head room. I have all of these in this KR. These are the things that Jerry and I agreed on right from the beginning of our partnership and so far it has worked out great. Don't be nutz, put in a dual stick. It is also much easier to just put in the dual pedals as I think someone else already said. Do yourself a favor and don't complicate a simple thing. Larry's setup is great. 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------- Someone tell me I'm nuts for not wanting to put dual controls in my plane. I just don't see why I should. At least not dual rudder pedals. Change my mind, if you think so. Scott __________________________________ 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: 3 Date: Wed, 2 Nov 2005 20:06:34 -0500 (Eastern Standard Time) From: "Dan Heath" Subject: Re: KR> W & B dilemma To: Message-ID: <4369629A.000003.01612@DANHOMECOMPUTER> Content-Type: Text/Plain; charset="iso-8859-1" Those weights sound right on the money. That is what I am looking for. 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: patrusso Date: 11/02/05 06:53:29 To: KRnet Subject: Re: KR> W & B dilemma Accurate as hell. Ask your local auto parts store who the local race car builders are. Call one of them and borrow or rent from them. This is what I did. The fellow was curious enough to bring the scales to me and help with the weighing. One scale uinder each wheel. The process is so easy that we had time to triple check it, then tried it again with me in it and then again with me and gas in it, etc. The guy wouldnt charge me but I gave him 50 bucks anyway. This afforded me the audacity to call again should I need help.!! Curious??...consistently 303 lbs under each wheel and nine lbs under the tail,... Pat ------------------------------ Message: 4 Date: Wed, 2 Nov 2005 21:07:03 -0500 From: "Pond Family" Subject: RE: KR> accident with stored wings To: "'KRnet'" Message-ID: Content-Type: text/plain; charset="us-ascii" HI Bill Thanks for the advice. I will try the loonie test in the near future. Looks like we will be here for the winter; so there a chance I can continue my aviation dream before moving and relocating. Now if I could only sum up some energy to work after 8pm at night. Great to see you the other weekend. I sure hope we some day get to go flying together. Darren Pond Cambridge Ontario Canada ponds27@rogers.com Live to Play and Play to Live -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Bill McCraw Sent: November 1, 2005 10:22 PM To: KRnet Subject: Re: KR> accident with stored wings Hi Darren: Sorry to hear about your spare tire "incident". If there is no skin damage, you are right on to suspect a separation of skin and foam.. This may not be a problem depending how big the delamed area is. The tap test is the standard test for this. Take a loonie (we used to use quarters but inflation effects everything) tap on the suspected area and listen for a hollow sound , if the foam is separated it will sound different than good areas. The easiest fix is to drill some one-sixteenth holes in the damaged area and use a hypo needle (I get mine from a friend who is a horse breeder, his vet gives them to him) to inject some epoxy resin into the holes. Just fill the holes just full and put a small piece of high speed tape (what ever you can find lying around) over the hole as you fill the other ones. I forgot to mention to wax the repair area before you start the repair and after you peel the tape , a razor will cut the little nubs of resin off and the repair will be almost invisible. Having said all that, it's unlikely that the damage, if it's not too big (2 or 3 inches dia.) or near any of the spars, will cause any problems. Most guys will just keep an eye on it to make sure it's not getting any bigger as a result of flight loads. Hope this doesn't sound like a mountain instead of a mole hill. Good luck and take care. Bill Mc. ----- Original Message ----- From: "Pond Family" To: "'KRnet'" Sent: Monday, October 31, 2005 9:27 PM Subject: KR> accident with stored wings > Yes I know it's a crime but..... > I took advantage of a fellow with a Pickup truck to move my wings from > A to > B. The fellow had a spare tire in the back that fell onto my wing. > There is > no damage to the surface or wing shape. Should I be concerned? Am I missing > something with my review? > > I figure the risk is the foam has separated from the upper wing > surface which could bubble in flight or am I looking for a problem > that may not happen. > > Darren Pond > > Cambridge Ontario Canada > > ponds27@rogers.com > > Live to Play and Play to Live > > > > _______________________________________ > 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: 5 Date: Wed, 2 Nov 2005 22:48:51 -0500 From: "Colin Rainey" Subject: KR> Landings especially in a KR To: krnet@mylist.net Message-ID: <410-22005114334851562@earthlink.net> Content-Type: text/plain; charset=US-ASCII Joe and netters Having read all the posts thus far, it never ceases to amaze me how pilots seem to think that one plane will land far differently from any other. What changes most from one aircraft to another is the SPEEDS. Pitch control needs to be practiced with an instructor or fellow pilot for an honest critique, for best results. Pitch control will result in consistent speeds, and this will produce consistent landings. 2 things need to be on top of your list for study and understanding: 1) understand the basics of aerodynamics, specifically in the landing phase; 2) get very current in ANY aircraft prior to flying your own for the first or second, or subsequent times. Any aircraft can be made to float after the "flare" if sufficient speed is carried over the numbers. Just ask the crew of the MD80 that ran off the end of a runway in California and stopped in the Chevron station next to the airport. 25 knots too fast was all it took for him. All aircraft benefit from drag devices in transition (the part from descent on final to ground effect), especially those that also create lift for slower approaches. Using flaps helps to slow down, and give better visibility, allowing a pilot to stay close to the airfield, before committing to descending to land. I use the 100mph/95 knots on downwind, 95mph/90 knots on base with first "notch" of speed brake, then 85-90mph/80-85 knots on final depending on the wind. 2nd notch comes in mid way down final, with power just above idle throughout the pattern. Barry is not wrong to do power off approaches, but the FAA did a study some years ago, and found that the engines DO last better when you allow then to "fast idle" after being at full or nearly full power for awhile. Round out occurs over the displaced threshold (the part with big yellow arrows pointing to the runway beginning), and I visualize flying into a hangar. I then WAIT.... I wait for the speed to bleed off, and the plane to begin descending again. Too many pilots believe that they have to do something, since they have been so busy all through the pattern. Looking at the end of the runway, I begin slowly holding the plane off until I glance quickly at the ASI and see the touchdown speed near my stall speed found at altitude. Once at this speed, I ALLOW the plane to descend gently to the runway by slowly pulling out the power if still in due to winds, or not adding back pressure to hold the plane off any more. As the mains kiss I ROLL the plane onto the runway by adding forward PRESSURE on the stick to hold the mains in contact, and continue to add pressure to hold the tail up until all speed has bled off. As the tail drops gently on its own, I then pull aft to hold the tail on, and exit the runway. The trigear guys can land the same way except to NOT add forward pressure, but rather continue to hold the plane off from landing until it lands itself, and then KEEP the back pressure until the nose settles on its own. This will prevent it from slamming down after landing. Good landings are an exercise in patience AND consistency. You have to do the same things each time or you cannot expect your landings to become consistent. DO NOT ATTEMPT to fly the VASI or PAPI lights for an approach! These are set at 3 degrees for instrument approaches and as a reference for pilots unfamiliar at your airport. You should have all white when you begin your final, have red over white half way down final, and red over red near the threshold. If you attempt to fly the VASI/PAPI lights with the KR speeds you WILL find your self behind the power curve, and if anything goes wrong you WILL low altitude stall! Carry 5 knots or about 8 mph more speed than you need throughout the pattern, and then add that last notch of flaps, all else remaining the same to get rid of it in short final when landing is assured. Ok, back to installing my Corvair engine..... Colin Rainey brokerpilot96ta@earthlink.net EarthLink Revolves Around You. ------------------------------ Message: 6 Date: Wed, 2 Nov 2005 23:16:33 -0500 From: "Brian Kraut" Subject: RE: KR> landing a KR To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" My first KR didn't have flaps or a belly board and I would always come in under the glide slope. Without slittping that was the only way to do it. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces+brian.kraut=engalt.com@mylist.net [mailto:krnet-bounces+brian.kraut=engalt.com@mylist.net]On Behalf Of Joseph H. Horton Sent: Tuesday, November 01, 2005 11:08 PM To: krnet@mylist.net Subject: Re: KR> landing a KR Larry, Thanks for the advise. I need to find what works for me. I do have flaps but need to test them further before using them at full deflection on landing. One thing that I am curious about is the glide slope lights to the runway. What glide are they set for? I had 2 decent landings and both times I was well below the lights.(red over red) This gives a shallow approach and a more level attitude when the flair starts. After thinking about the bounces from yesterday I think that I actually pushed the stick forward and caused the hard hit. I am not sure why i did that, but my guess is I saw the runway passing by and had the urge to get it on the ground to start the roll. Thanks for the help, 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 ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 440 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================