>Wish I could be there, maybe next year. Heck, I would almost rather be on
>the ground watching such a sight.
I would also rather be on the ground - in another state.
Trying to get more than two dissimilar aircraft (particularly in terms of
power), with pilots of varying skill levels, most wit
>Wish I could be there, maybe next year. Heck, I would almost rather be on
>the ground watching such a sight.
I would also rather be on the ground - in another state.
Trying to get more than two dissimilar aircraft (particularly in terms of
power), with pilots of varying skill levels, most wit
I how join the other believers in knowing that a turbo does require a
scavenge pump.
Orma - can you please explain a bit about the location of this scavange pump
in terms of the oil routing and how it is driven. I assume that this turbo
also utilizaes engine oil under pressure to act as brain
>From: "Stephen Jacobs"
>Reply-To: KRnet
>To: "'KRnet'"
>Subject: RE: KR> Fit two people
>Date: Thu, 17 Mar 2005 08:59:52 +0200
>
>The KR2 and KR2s are the same in this dept - 34" wide.
>
>This should not be an issue as most every KR built deviates in terms of
>cockpit width. Widening the cabi
Oops - I thhought this was to Stephen diredt - sorry again.
Ron M
>From: "Ronald Metcalf"
>Reply-To: KRnet
>To: kr...@mylist.net
>Subject: RE: KR> Fit two people
>Date: Sat, 19 Mar 2005 03:08:17 -0600
>
>
>>From: "Stephen Jacobs"
>>Repl
Kevin / Brian
You will find that most established KR builders become highly suspicious of
anyone asking questiuons that suggest that they have not purchased plans
yet.
The KR2 and KR2s are the same in this dept - 34" wide.
This should not be an issue as most every KR built deviates in terms of
Kevin / Brian
You will find that most established KR builders become highly suspicious of
anyone asking questiuons that suggest that they have not purchased plans
yet.
The KR2 and KR2s are the same in this dept - 34" wide.
This should not be an issue as most every KR built deviates in terms of
With a few exceptions min. bend rad. for most materials is equal to the
thickness of the metal.
>
This is only true for 4130 and thin alloys (50 thou or less).
Most of the alli we work with (3 to 6mm) needs more, maybe 2x or 3x for
6061T6 and to 6x for 7075T6.
Remember the effect of tempe
Dear Jim
I am the the Prez of "Whistle Blowers Anonymous".
It gives me great pleasure to inform you that the committee has agreed to
award you life long, honoury membership.
IP Nightly
>From: Aircraft Spruce
>Reply-To: i...@aircraftspruce.com, KRnet
>To: kr...@mylist.net
>Subject: KR> GPSMA
Eduardo's method really appealed to me as a cost effective solution that
also produces a pretty
>elegant fuselage - BUT, the concern I have with this relates to the
>difference in relative stiffness between the wooden structure and the glass
>/epoxy skin(s).
/
Stephen I also like his meth
Dunno Wolfgang but it's a commonly quoted rule of thumb.
If you "dunno", why are you propogating this nonsense?
Following from an earlier reply, how about a 12000lb Kingair that increases
weight by 100lbs - the load factor may change in the second decimal, but NOT
BY 1G.
I hear what Harr
I don't see this as "lucking out" - it is well deserved and a just reward
for an awful lot of innovation, hard work and, most of all - a willingness
to say - "this is not good enoiugh - I shall re-do it".
R
Look Edward - I am deleting everything below this line - Ok?
__
... I am hard pushed to understand where you sucked this one out
... The vendor is extremely fortunate
... Mr. Leone from Worland, Wyoming - who are you talking to?
... the copyright infringement started right back.
Thank yo
>>>Gang, if you want to totally avoid any of these issues go with alum
Thanks you Dana - nice article and a perfect solition.
I have never seen "pop" rivets that were solid, but I shall find them.
Ron
_
Is your PC infected? Get
larry flesner
Much was said today about the Hog motor and I understand from you comments
that you have some insight into this venture and the engine now being used
in the Zenith airplane is Ok. Also that you are in fact flying the test
bed.
I can understand that you cannot say a whole lot, bu
Out here there is not a lot to distract us from the task of building our
first plane together
>>>
Good Luck Pete (& Sarah)
I am sure you have already done this, but if not, research the mods that are
most popular before you start.
After many months of doing exactly that, for what
I would be very carefull using the speed brake for anything other than just
that - slowing the bird down.
The speed break (as such) has no effect on the pitch of the aircraft - it's
like coasting down hill with a bit of handbrake applied - your car would
need a steeper hill to keep the speed up
I have been reading back through the archives trying to get some handle on
the KR performance. I found amazing quantities of brilliant information
(and plenty of the other), but I do not see any information to substantiate
the 200 mph claim - anywhere.
The typical KR2 /2S apears tp be stretch
Dear Mr. Hoover
The issue of a weakness at the "back" of the VW makes total sense - I have
seen drawings where the pulley mounting hole is drilled deeper into the
crankshaft past the narrow sections /grroves etc. I figured that had
solved the problem.
What does not make sense is the claim th
I have flown production aircraft that would kill you in a heartbeat if you
didn't have 100% concentration at all times. The Cessna light twin (310 or
410?) comes immediately to mind.
Doug Rupert
What on earth are you talking about Doug?
Two birds with very good manners - even the little twin
Hi Gang
I down loaded the profilli software as suggested by steve J - brilliant - I
will send the owner the $10 or whatever to get the full version.
I figured steve was talking through his neck - P51 wing sectrion - oh yeah -
well I the P51 section is there and I did the comparrison he reccomen
Then, where to put it (pitot)
Where not to put it - on top of the fin. Even a glider may be a push - with
no flaps and spoilers - you may just get away with it.
If you have a tractor config - forget it - somewhere on the wing well
outboard of the propeller arc - no other place will see remote
Hello all - my first appearance
The AS504x airfoil sections appear to be a big improvement over the RAF48.
I am interested in the strange "tuck" underneath the trailing edge - the
last few mm seem to droop down leaving a concave area right at the back
(underneath).
One builder site I visited s
>That trailing edge cusp does several different things. the pitch moment
>will be more negative
>boundary layer separation will tend to stay closer to the trailing edge
>coefficient of lift of the two different airfoils the same, but the
>cusped airfoil will reach it
>at lower angle of atta
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