I would be interested to know what, if any, modifications your KR has that
might be responsible for its better than average stability?
Ken,
I have a stock KR-2S and the modification I've just completed was a spanwise
extension of the stock horizontal stabilizer.
The extension is 15cm(6in) on eith
I did experience the same. I standard KR2S cannot be trimmed.
It will keep the trim speed for a maximum of 30 seconds before it will climb or
descend and not return to the trim speed
My authority would not certify such a longitudinal static and dynamic
instability.
I am currently experimenti
Congratulations
How did you get it that light (283 is great my KR2S is 20kg heavier)?
enjoy your KR
Ciao
Christian
OE-VPD
http://www.members.aon.at/oevpd
-Original Message-
From: Aripo [mailto:francomariane...@virgilio.it]
Sent: Montag, 15. März 2004 09:35
To: kr...@mylist.net
Subject: K
A couple of years ago I called Ellison and they told me that the
main-diaphragm in the TBI cannot handle the alcohol content in the auto gas.
That's why I still fly AVGAS.
AVGAS does have another advantage over the auto gas application.
If you have a low pressure fuel system it is more likely to g
I thought I share the final authority check on my KR-2S/GPAS2180 plans
build, taildragger, but with belly board.
After the paperwork check the inspector wanted to fly. It should be the
inspectors first flight in KR.
I wasn't keen on letting the inspector fly, but he insisted as he had more
than 10
Netters,
thanks for your comments:
-) the flight was in LOGF Austria (Europe)
-) I build an will have to register the airplane in Austria under the
following conditions:
-) 51 percent like with the FAA
-) extensive 60 page test protocols to complete
-) 50 hours total test
Serge, good luck.
As I said I tried this with the spar web blocks already drilled and on the
workbench with airline equipment.
Your plan sounds good, I would be very careful and check the drilling
progress after each spar web block is drilled through.
Our companies longest 6mm borescope probe is 2,
ok, I have 2 Facet's parallel (one runs straight of the generator, the other
is selectable).
The only problem I had was the sticking pump ball valve/check valve.
I removed the pump, cracked the valve open and it worked againcoming up
for 50 hours now.
Christian
OE-VPD
http://www.members.aon.a
Ralf, Serge,
I know Herbert Fürle in Germany, he is building a KR-2S and I believe his
link is on Mark Langford's page.
Herbert is not messing with the LBA+OUV either, instead he is going to the
French authority.
For more info on the French authorities you should contact him directly, his
e-mail a
Serge, Netters,
I've left a air ventilation hole/expansion hole in the center of the Spar
Web Blocks (Solid wood pieces between the upper and lower spar capstrips).
They are about 8mm or 0,32" in diameter.
I know not everyone might have access to a borescope inspection tool, but
with this tool an
I flew my KR-2S in rain, it is reasonably waterproof. However the water
comes in from the tail elevator and rudder cutouts.
Drainholes are needed in the aft fuselage.
However the propeller suffers most. it is truly amazing what rain (soft
water) does to a (hard wood) propeller.
Basically I hade to
Mac,
I did use a very expensive synthetic engine oil on the VW GPAS2180.
(I thought that only the best is good enough for my airplane)
After the first flight and loss of oil pressure I went back to the GPAS
specification - never had a problem since, and the oil is a lot cheaper too.
I learned my
The engine was broken in with conventional 30W oil.
However for the flights I thought I need something special and expensive.
I shared my low oil pressure experience with an experienced VW mechanic and
he told me that the synthetic is ok, if you get the right one.
Anyway, since the switch I have a
wing rib centerline.
Worked out great . No trim tabs required.
Regards
Chris Gardiner
- Original Message -
From: "Kogelmann Christian - OS ETA"
To: "'KR builders and pilots'"
Sent: Thursday, September 25, 2003 7:00 AM
Subject: RE: KR>KR-2S Weight and Ba
Chris,
I believe you fly a KR-2S with VW engine?
Does you airplane have a neutral or even slightly negative stability.
Did you do the Stability test as described in the EAA Sport aviation (stick
force measurements?)?
I haven't gotten to the stick force measurement's yet, but there is a strong
ind
Pat,
they are still there (at least on B737/767/777's), about 4 inches long and
wire, hard plastic coated. If lightning decides to hit in the vicinity of
those straps, they melt away like butter.
And I guess that's what there main reason is, lightning protection...
Cheers
Christian
OE-VPD
http:/
fuel).
Full flap ( 3 notches ...40 degrees ?) puts the trim tab down approx. 1" at
the TE.
Regards
Chris Gardiner
- Original Message -
From: "Kogelmann Christian - OS ETA"
To: "'KR builders and pilots'"
Sent: Tuesday, September 23, 2003 6:58 AM
Subjec
There is a certain amount of neutral stability in my KR-2S.
I can trim for 100kts hands-off , nice, if I give a control input or a gust
and the KR continues at say 90kts or 110kts.
It does not return to the trim speed. However it does not start de- or
accelerate, it just stays wherever you pointed
Larry, Steve
I have about 300 ft/min descent rate on the VSI (KR2S GPAS 2180 / 900RPM
idle).
If I deploy the combined flaps/bellyboard the descent rate goes to 600
ft/min.
If you leave a little power in (about 1100RPM) it will not settle onto the
runway.
I flew gliders in my early days, but t
Netters,
did anyone test the Vy and Vx speeds?
I have plotted them on an Excel sheet from a test series done at a Press Alt
of 3000/6000/9000ft.
With a standard KR-2S(RAF48 wings & GPAS2180) at a take off weight of
1105lbs I got Vx=80kts (observed) Vx=76kts (CAS) and Vy=84kts (observed)
Vy=80k
Netters,
I have seen the twin diesel engine aircraft flying.
They do the the flight test next to were I have my house and the (VW
engined) KR.
Check out the web site, they are serious.
http://www.diamondair.com/contentc/TwinStar1.htm
Those airplanes will be fairly successful in Europe were you
The EFS works well, Ellison's Customer support is very good too.
I had initial troubles of adjusting it correctly. And now I still keep
adjusting it (on a monthly basis when temp or humidity changes).
What I have problems still is the correct setting when it is cold and humid.
During these conditi
Justin, Steve,
I guess this is just a reminder that we need to baffle up the VW very well
otherwise you have oil temp and cyl head temp problems like I have.
I had a Baffle system which was obviously to leaky. Oil was ok cyl head was
only good if the outside temp was below -2°C.
Anything higher m
Colin,
I run 2 Facet pumps (from ACS) parallel because I do not have an engine
driven pump.
I have one pump running whenever the alternator has output, the other is
additional through a switch in the dashboard.
My fuel pressure reads just on 1 psi with standard fuel tank full, and a
little below 1
Sorry forgot to mention:
GPAS VW 2180 with Ellison (I think) EFS-2.
Cheers
Christian
-Original Message-
From: Dan Heath [mailto:da...@alltel.net]
Sent: Freitag, 04. Juli 2003 13:42
To: kr...@mylist.net
Subject: RE: KR>Carb fuel pressure
Christian,
What kind of Carb and engine are you
Brian,
I have the GPAS Engine&Alternator and I have just complete my yearly
inspection with an engine run 2 days ago.
My alternator values were 13,5V, 2A at 2000RPM (Using a dual V/A gage from
Westach)
Christian
OE-VPD
http://www.members.aon.at/oevpd
-Original Message-
From: Brian Kraut
Tim,
I can confirm this. I have a friend were his battery exploded on his
motorbike.
Luckily he was not riding it.
Electrolyte was everywhere, it did not bend anything but the frame started
to corrode in places where he didn't wash the stuff off.
I have never heard of a car battery exploding.
Doe
I can confirm that Ken's procedure applies to an ellison throttle body as
well.
My first engine idle was set to 1000 RPM which was too high, the airplane
will not land.
Currently running around 700 RPM on a GPAS engine.
The other thing is, with change in season (temperature/humidity) you will
find
There were some questions about C/G Range last week.
I would like to add my two cents to that.
I ran some calculations yesterday about my first 12 flights of a stock KR2S
with a GPAS engine.
I have a 1,4in engine mount spacer installed, and had problems during the
first flight with nose up trim.
I
0,7071 332,25 69,47
10 473,7 0,7151 334,01 73,61
11 490,4 0,6981 337,491 64,80
12 481,8 0,7051 335,115 68,43
Sorry
Christian
OE-VPD
http://www.members.aon.at/oevpd
-Original Message-
From: Kogelmann Christian - OS ETA
Sent: Donnerstag, 05. Juni 2003 17:33
Serge,
I use a 9/16 for the main spar and 3/8 for the auxiliary spar.
BTW there is a KR2 (former TD now converted to Tri Gear) with 5 hours on it
for sale in Germany.
It was build by a flying club but it was decided after 5 hours of flying
that the KR is not really suitable as a club airplane.
R
I have experienced water coming in from the elevator cut-outs.
My KR collects about 2 quarts (which is approx. 2 liters) per 1 hour of
flying in the rain.
The water will stay right at the tail end, and I have added a drain hole and
inspection hole ( 4" in accordance with FAA AC 43-13) below the ho
Hi guys,
I have finally made it. I uploaded my first web site, please be gentle with
you critics as I will continue to improve the site quality.
Here we go:
http://www.members.aon.at/oevpd
Mark Langford, if you would be so kind and link it on your page?
Suggestions welcome.
Cheers
Christian
OE
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