hi all, I am hoping to replicate the first KR1. one major asthetic
change seems to be from the engine in that was mounted to two alum
channels at the firewall, allowing for short nose. looks like about a
5" space from rear case to fw.
the magneto was belt driven and mounted high and I am sure
way to go larry!
> I received my rebuilt rods this past week and between the overhaul manual
> and Mark Langford I was convinced I understood the correct orientation and
> location on the crank. I installed the rods and torqued them according to
> the manual. As nothing ever goes exactly to pla
Tommy what did you do in those two cases?
On Tue, Mar 21, 2017 at 11:59 AM, Tommy Waymack via KRnet
wrote:
> Good video.Reminds me of the time I saw fuel running down the passenger
> window in a 182.And oh yeah,the fuel running on to my boot in the tcraft.
> Thanks for the reminder. The video has
actually, the opposite may be true. I just went through this with an
antique engine I am working with. my machinist had installed customer
provided custom aluminum pistons in a big very old liquid cooled car
engine. the clearances were too tight and they seized. I was
considering replacing my cast
why do you think the original fuselage design is not strong? I dont
recall any of these breaking except in a "hi-g landing" (crash)
> I am wondering if there have been any fuselages built that have the plywood
> as well as fiber glass over the top of it?
> I k. now that would add weight but am cu
Actually, someone here mentioned Tony Bingelis blue book, and I had
never heard of him or his books. So I ordered the blue book, without
knowing about the other three. So I did benefit from a KRNet post
about these.
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I think this lightest aircraft is not a KR. It looks to me like a
clean sheet project and I'd like to know more about it.
As to reinventing the KR, even ken rand "reinvented" the plane in a
number of way including creating the KR2, and other major and minor
developments. many see experimental air
this is test of gmail krnet subscription
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How light is it?
>
> At the moment, Richard is finishing up construction of one of the
> world's lightest internal combustion powered airplanes for human pilots.
> He meticulously designed every aspect of it. Now he's building a
> trailer to haul it to the airport...
to change options.
> To UNsu
on the exhaust subject, my picture of Ken Rand original shows short
stub pipes. Obviously these take up the least real estate, and get
more heat out of the cowl. assuming backpressure needs can be
addressed with baffles (?) whats the downside?
___
Searc
I never liked header tank in the KR and planned to leave it out. I
also vote to get the fuel way out in the wings. And wear a chute.
> reaffirms my decision to eliminate a header tank and put all fuel in the
> outboard wing tanks.
>
> I wish your friend a speedy recovery.
>
> Larry Flesner
>
> __
> Could you go into further detail about "how" it flew better with a forward
> CG than an aft CG?
Sure, the plane under normal conditions (no baggage) would require
significant up trim to unload the stick, and when pulling power, would
drop the nose unless you held onto the stick. "Lawn dart"is a
with all this talk about pitch sensitivity, one common mention is
using forward CG. What is up with that? My last plane really liked aft
CG (within the envelope obviously) and flew MUCH better there. What
happens to a KR at aft CG?
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what is the estimated empty weight, did he mention a number?
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ok no retracts, duh, shoulda gone back and looked. ideally I'd like
to build a tri-retract, original size KR1, with engine back against
the firewall as original, and with a normalizing turbocharger. the
main retracts are easy. the nose can swing back halfway into a center
pocket (I think). as to a
very cool! question, I think you said it had retracts, if so where
does the nosegear retract to?
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see http:
oops, re:my last reply, gmail doesnt make it aparent the old text is
still there. testing to see if this one was cleaned properly...
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Thats really nice to hear Larry about your flight, maybe someday I'll
be able to say the same. As to the Toyota, we BOUGHT my wife's at that
kinda mileage if not higher, and not the least concerned about it. All
cars today last much much longer than 20 years ago (with a little
maintenance and no ab
thanks, I agree with mark not to misuse our precious time!
my question is related to that I simply may want my bird (KR1) to be
light sport compliant. 51mph does it, 55 doesnt. but I plan mine to be
simple and light, so I guess it should be fine.
>
> There are plenty of KRs flying. The stall spe
Hi I posted this a while back,
Can i assume that no one has used the formula to determine stall
speed? Not sure how to with the RAF48, no idea what the Coefficiant of
Lift is, although the "new" airfoil probably has it someplace, or what
to input with the density of air number. Anyone care to take
I went you these links and understand a bit better but I dont have the
Clmax curve for the RAF48 or the "new" wing (at least the latter must
be around someplace). BTW I have never heard of this being discussed
to consider an aircraft for LSA compliant, has anyone else? Anyway not
sure what to use f
"You could also build it by the plans and consider it "utility category"."
What does that mean?
> If you wanted to make it "Light Sport" compatible, you could add several
> inches to the wing length to get the gross weight to wing area ratio to fit
> that category.
I did not know there was suc
man that is awesome! I am so far away from that (have plans and
bought partially completed project), so these types of news flashes
really help! :)
thanks
On Fri, Oct 28, 2016 at 9:08 PM, Mike Sylvester via KRnet
wrote:
> I hope this goes through, I haven't seen any KRnet emails in three o
My experience was fine with them too I purchased kr1 plans. I'm really glad
they are there and have the products that they have and I am looking
forward to getting wing skins and who knows what else, when I can afford it.
Just as aside, my Avid Mk4 has push pull control tubes for elevator and
ailerons including a complex aileron "mixer" that allows the flaperons to
operate as flaps and ailerons at the same time, and to fold the wings back
without disconnecting anything. (Although at low speeds the system can
delive
This topic brings me to a question I hadnt thought of.
I have a kr2 plans built boat stage with outer spars made and all the
wafs attached.
Does the new style airfoil match the spars positions? What changes would be
needed to the shape of the spars of any (shaved down, chamfered etc) ?
Also as
"I think it's pretty safe to say that if you are building a new KR2 or
KR2S, you should be using the new airfoil."
Dumb question, can I assume this suggestion applies to the kr1 kr1.5 etc
(all kr variants) as well?
Didnt you tell them about your dr visit and the tuberculosis diagnosis?
On Wed, Aug 31, 2016 at 6:58 PM, bjoenunley via KRnet
wrote:
>
>
> How do I get out of a four day weekend vacation with my family so that I can
> work on my airplane?
>
>
> Joe Nunley CW2 US Army RetiredBaker JROTC Instructo
I think there's a way to automate the chopping out of prev message,
with a string oc characters and a note to remind that any quoted
material be copied above that line. This way the replying party would
have to *opt in* any repeated text.
I'm not a programmer but used to task them with such tasks.
what did it finally sell for?
On Mon, Jul 18, 2016 at 5:24 PM, Glen Wilcox via KRnet
wrote:
>
>
>
>
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.o
Thats awesome, great speaker too if his excellent web site is any
clue! Please tape it for the youtubes if that would be acceptable...
(Unless EAA is planning to o that themselves) Have fun, wish I could
be there :)
On Wed, Jul 13, 2016 at 7:46 AM, Mark Langford via KRnet
wrote:
> Reminder,
>
>
OK regarding the weight. I put 800lbs as a *gross* weight because I
believe thats what the FAA criteria formula is based on, but not sure.
The lightest KR (a 1.5) on the spreadsheet is 525lbs empty with a VW.
I weight almost 200lbs. Fuel will be at least another hundred. That's
825 right there.
I
I noticed that nvAero now offers the KR1B motorglider wing plans.
The FAA specifies the criteria for a plane to be considered a
motorglider and the main one is:
"The maximum weight to wing span squared w/b squared ) does not exceed
3.0 kg/ma (0.62 lb./ft squared )"
http://www.faa.gov/documentLib
Glen I can say its not worth much, for some reason these go cheap
(maybe its the one seat thing?). Also, very important to say whether
its stretched in any way or built to stock dimensions. (Some want
stretched, some dont). HTH
I would say it is certainly not too big. I like good rudder authority myself.
Mark, the 049 heads from revmaster are about twice the price what
you're paying DCD IIRC. What do you make of the price difference and
what that means?
On Thu, Jun 30, 2016 at 9:54 PM, Mark Langford via KRnet
wrote:
> The other day I meantioned DRD's "OEM 043" cylinder heads. Since then, I've
I just had to share this per recent topic! It was no one's
imagination, it really DID install itself without permission!
http://www.bbc.com/news/technology-36640464
I've given this some thought before replying, and now here are my thoughts.
I got my first email account in 1995, and the first 3 characters were
KR1. That was what 21 years ago? Wow. I really need to get this
project moving!
OK, so anyway, in todays information-overload world I think it is a
nat
Congrats man! Happy for ya!
On Sat, Jun 25, 2016 at 9:17 AM, Stef den Boer via KRnet
wrote:
> Hi gys.
> I am so happy I can tell you that we finshed the fu*+^% sending. After 3 days
> we
> are finished with the painting.
> So happy with the result.
> Stef
>
>
> Steph and his dad are buildin
This is based on a Suzuki design, and very affordable... 100 or 117 hp
nothing in an archives search so this must be very new. It's just an
option, or merely discussion.
http://aeromomentum.com/
its not necessarily cheap but a KR is about as cheap as it gets. and I
honestly have concluded that the VW can be acceptably reliable and
easy / cheap to maintain.
On Thu, Jun 23, 2016 at 9:29 PM, Phillip Hill via KRnet
wrote:
> I don't know, I've been debating abandoning the KR with all the
>
I inquired with them about the differences between the "quickie"
2180's of the 80's and newer engines. It was confirmation that the
improvements are in displacement, CDI ignition, and head improvements.
I was happy to confirm (again) that the bottom end is as tough then as
now, aparently.
I also a
Well this set of comments would have me steer well clear of GPASC
engine. Even if they are reliable when properly mated and assembled,
it sounds like their crankshaft/hub solution is not very serviceable
down the line.
After all these years how can this not been resolved? Presumably the
revmaster
how does a corvair engine get "run without a front bearing" and does
this mean front main crank bearing, or some other bearing outboard of
the case?
Too bad the "soon to be officially mine" Corvair powered KR has taken to
>> circulating the better part of the cam gear teeth throughout the engine?
ok #1, my previous reply was NOT supposed to include the entire
original message! I am having a hard time getting used to gmail. now
it hasnt come back to my gmail account at all. couple more
aggravations and gmail is dumped! lol
interesting. what parts are proprietary in a revmaster that are not in a GP?
On Tue, Jun 21, 2016 at 4:56 PM, Mike Stirewalt via KRnet
wrote:
> A year or two ago, someone with a new Revmaster - I think it was the
> R-2300 - sent us a picture of head/valve damage he had suffered with his
> new
ditto on the air file and I was going to ask about clearancing those
air passages like that by removing the extra casting material...
gosh I wish there were a "settled" solution, after all these years it
still seems like "trying things" and owen's thought on "rebuilding
every 300 hours" I took to mean the top end, and in particular it
seems to me that temperature is the killer.
with such a tight thermal margin as Mark mentions 4
thanks so much mike, hopefully the guru's can add some info.
I have the complete low time early 80's revmaster 2180 available for
$2500, or can wait the likely couple years or more until the project
is ready for FWF.
one thin, I mentioned the knock sensor because someday almost
certainly if/when
Few VW questions, anyone know any significant differences between
Great Plains and Revmaster approaches to VW Type 1 engine?
In particular, Revmaster has a hemispherical chamber and improved
alloy in the heads. Wondering any feedback on that.
Also, would welcome any comments on ignition types, ai
yes this engine was out of a Quickie. what happened to your valve u
had to replace?
On Thu, Jun 16, 2016 at 8:49 PM, John Bouyea via KRnet
wrote:
> Chris,
> N5391M came with a Revmaster built for the run of Quickies in the early 80s.
well, I have the opportunity to purchase a very low time but 34 year
old (1982) revmaster 2180 for $2500. It has enlarged valve size for
75hp rating
so I contacted joe at revmaster to see whats changed on the newest
ones vs this one, and he described the bottom ends as very similar,
same alloy E43
"Here's a picture of Todd and me."
is that Todd on the left?
This is terrible news...
On Wed, Jun 15, 2016 at 4:16 PM, brian.kraut--- via KRnet
wrote:
>
> Sorry to pass this information on. I know a lot of you got your
> canopies from Todd and I had always heard good things about him. I only
> spoke to Todd once several years ago, but he was very helpful
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