Mark L. wrote ?Another key is HOW you do it...you need to sandwich the acrylic
on both sides with
glass to put it in a sort of "double shear" rather than glass on only one
side" ?snip-
Since I will be attaching my canopy soon I thought a test was in order.
I gouged (very rough) an area i
I used to do brakes (Rosenhaun) from the bottom up but dirty oil and
particulates settle to the bottom of the lines - so pumping it right back
up through the system doesn't seem the best way to me - besides I always
made a mess in the cockpit AND at the bottom as a hose comes off from
squeezing too
Gee - what am I missing here - I was always taught to fill/bleed aircraft
brakes from the bottom up - every aircraft brake assembly I've ever dealt
with had the "bleeder/filler" at the very bottom.
Rick Human
N202RH
Houston, Tx
RdRacer wrote:
"having the bleeder on the top is definitely good fo
If you bleed the brakes from the bottom up, it won't make any difference where
the fill port is located.
Ron
--- On Tue, 2/15/11, rdrace...@aol.com wrote:
From: rdrace...@aol.com
Subject: Re: KR> Matco wheels and brakes
To: kr...@mylist.net
List-Post: krnet@list.krnet.org
Date: Tuesday, Feb
The brake line coming off the bottom should not be a problem, and having
the bleeder on the top is definitely good for ensuring all air is out of the
system. If you are still worried about the brake line hanging close to the
ground, you should be able to use an "L" fitting to connect the hos
Dan, Bleeding the brakes is so much easier than that. Buy your self a little
pump oil can at the local auto parts store and a piece of clear tubing. Fill
the can full of hydraulic fluid. Slip one end of the tubing over the end of
the oil pump and the other end over the bleeder nipple. (You m
Well, I would be even more concerned about having the brake line that close
to the pavement. He said that I can turn it horizontal, but I don't think
it bleeds well that way, I tried it. My plan for bleeding is to suck the
fluid from the reservoir at a high volume, to suck out all the air and
rep
Jonathan, You can do math to calculate whether this engine needs attention or
not, but if an engine with this small of an individual cylinder displacement
came into my shop, there would be no question in my mind that it would get some
attention before leaving. It is possible that it *could* be
Howdy; still trying to help locate a Fairchild that is somewhere in a hangar
near Mulberry, Florida (close to Lakeland). The hangar is owned by a Clarence
Smith and I have more info on it. Anyone out there living near Mulberry or
familiar with Mr. Smith (he owns a Taylorcraft) please contact
Bob Lee wrote:
>>Two questions come to mind with that good compression:
1. What brand of rings are you using?
2. Who does your valve jobs?
3. What kind of valve job do you use?<<
Total Seal rings, and the valve job is thoroughly discussed at
http://www.n56ml.com/corvair/valvejob.html , and
Mark,
You stated:
<< I've seen on my engine in the last 330 hours has been 78/80 on one
cylinder. Most of the rest at 80/80. >>
Two questions come to mind with that good compression:
1. What brand of rings are you using?
2. Who does your valve jobs?
OK 3 questions:
3. What kind of valve
I don not think that the KR can be landed full stall as the aoa
would have to be about 13 degrees. Hard to do with the tail
dragger configuration, Virg
On 2/15/2011 6:32 AM, PilotPond wrote:
> Could someone remind me what is the ideal angle the airplane should be
I wrote:
>Most KRs are around 10" (measured at the longeron).
That should have been "10 degrees (measured at the longeron)".
Apparently I'm getting too stupid to answer questions here anymore. Sleep
deprivation takes its toll eventually, at least that's my excuse, and I'm
sticking to it...
Ma
Darren wrote:
>>Could someone remind me what is the ideal angle the airplane should be at
when on the ground in tail dragger gear configuration? <<
Most KRs are around 10" (measured at the longeron). Obviously it would be
nice to be closer to stall angle, which is something like14 degrees to g
Whuuups. Bad math. I knew that didn't look right. 58 is 72.5% of 80, so
it's a 27.5% drop. Quick and dirty would tell you that 60 is 25% down, so I
shouldn't have even needed a calculator to figure that one out and get
closer than I did.
Still not stellar. I'd dicker over the condition of
Jonathan wrote:
> I'm new and currently interested at buying a KR-2 and I was wondering 2
> things. The compressions are 58, 71, 73, 75 is this good?
These numbers are the result of a differential compression test, with 80
being perfect, 0 being "dead hole". The rule of thumb is if there's mor
Could someone remind me what is the ideal angle the airplane should be at
when on the ground in tail dragger gear configuration?
My thinking is that during the landing you get a full stall of the wings
which if my limited understand of design is correct; should allow the
steerable tail wheel with
Yes, I see there is a huge difference. Why can you not just switch the
connections. On my set up you are able to put the fittings on either top or
bottom. The fluid chamber needs to have the bleeder on top to be able to
easily bleed the air out. I like your jack points. I may have to do that on
Then consult with Joe Horvath at reva...@aol.com
He is MR. Revmaster
See N64KR at http://KRBuilder.org - Then click on the pics
See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN
There is a time for building and it never seems to end.
Daniel R. Heath - Lexington, SC
-Original Messag
Not the same ones. Take a look at:
http://krbuilder.org/NewWheelsAndBrakes/index.html
I believe that these are the C90
See N64KR at http://KRBuilder.org - Then click on the pics
See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN
There is a time for building and it never seems to end.
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