KRnetters,
Flying today with the Heritage Flight Museum in morning taught me another
valuable lesson about how sensitive the Aerocarb carburetor is. It was 20
degrees colder than it has been. This combined with full power high speed runs
down the runway as part of the show caused the engin
KRnetters,
True confessions time...
About seven years ago I flew N191PZ from Seattle to San Diego with an overnight
stop at Van Nuys (KVNY) airport in LA. I started up at Van Nuys, taxied out
and took off per normal. About 20 minutes into the flight my transponder was
reported to be inte
Paul,
I have had a few inflight starts on my engine, all initiated by me. With wind
blowing through the prop at ~115+ knots turning an engine in filght is not a
problem for most batteries. If a battery is strong enough to crank and start
your engine on the ground, it will be able to handle
Stef,
Small holes, the kind for small bundles of wires are fine. If you start making
many holes and put them close together, that can become a problem.
iMs,
Zip
-Original Message-
From: "Stef den Boer via KRnet"
Sent: Tuesday, July 24, 2018 8:41pm
To: "krnet krnet"
Cc: "Stef d
KRers,
The bottom line for the FAA's rules regarding oxygen are for everyone's safety.
They are there for a good reason. Great posts by folks with their own
experiences regarding oxygen use and how much it can impact a person well below
12k.
Boost oxygen canisters are available in numero
Mr. Stirewalt wrote:
"For just putzing around to find out ones service ceiling we can all get
by without oxygen. Everest has been climbed, after all, without oxygen."
Sir,
This is not correct. If one is flying at 14k+ it is not a choice whether or
not to be on oxygen. People have died bo
Oxygen is REQUIRED at 14k cabin altitude for pilots. It is recommended well
below that, and for good reason. Hypoxia is a deadly killer that can sneak up
well below 12k. I have personally seen it impact crews in military aircraft
between 10-13k. Throw in medical factors, excitement, fatigu
A uniform mesh that does not impede flow is not going to cause an appreciable
amount of turbulence or swirl since it would have to be either too fine or too
loosely woven. All it will do is reduce the effective volume of the intake it
is placed in. Additionally, the chance of icing is greatl
Stef,
You will want to use as little glue as possible, preferably around the edges.
All you want is to hold the fiberfrax in place, not saturate its fibers more
than you need to. With this in mind, I would put the glue on only one side,
probably best to glue the wood if you can.
iMs,
Zip
Paul,
I have flown a couple of KRs. I do not think nose weight makes a big
difference. Could it mean a bit more susceptibility to shimmy? Possibly. I
did have issues with that but they were not caused by the weight.
Looking at the empty weight range by those who replied, you had a 100+
Goliath N191PZ weights at the beginning of Test Phase I:
Mains: 461 lbs
Nose: 237 lbs
Total: 698 lbs
iMs,
Zip
___
Search the KRnet Archives at https://www.mail-archive.com/krnet@list.krnet.org/.
Please see LIST RULES and KRnet info at http://ww
Ken,
If you have not flown a taildragger before, it is a good idea to get some time
under your belt in one before flying a KR.
iMs,
Zip
-Original Message-
From: "Ken Hurley via KRnet"
Sent: Monday, June 11, 2018 3:18pm
To: "KRnet"
Cc: "Ken Hurley"
Subject: KR> KR2
I'm working
Larry,
I agree. The age of GoPro is awesome for finding things one cannot see
otherwise. I never knew my canopy lifted that far, or even at all.
In the coming month I will work out a latch to hold the canopy firmly in place
and check it with h-stab camera again. If anyone out there has a
99 KRneters,
KR2 motivation for your day. A KR2 flying at the beginning of the Heritage
Flight Museum's monthly fly day.
Little (in stature, not heart) airplanes look REALLY fast near the ground.
[ https://www.youtube.com/watch?v=5eQXNh9jWs8 ](
https://www.youtube.com/watch?v=5eQXNh9jWs8
KRnet,
After burning up a head on my Corvair engine, I learned two very valuable
lessons recently.
1. When all your troubleshooting has not come up with an answer for high CHT
and nothing you know of has changed, the basics of fuel and air remain the
same. I kept running high CHTs and jus
Joe,
This is probably the best picture I have of it right now. I will take a few
more in the coming week, including from inside so you can see how I installed
it.
[
http://www.homebuiltairplanes.com/forums/album.php?albumid=463&attachmentid=71670
](
http://www.homebuiltairplanes.com/for
Owen and all,
Yes, the ventral fin was installed to deal with prop wash and torque. Studying
what was available on the NACA pages through NASA gave me several ideas,
extending the vertical stab, increasing rudder size, or adding a ventral fin.
The ventral fin is slightly forward of the vert
Wayne,
I remember putting notes on the webpage that is now gone. Since it was so long
ago newer folks on the net would never have seen that.
The pilot had a good portion of his face nearly sheared off when it contacted
the broken canopy and ended up losing a leg from the injuries he sustain
99,
After ~10 years away I got a notice for the KR gathering this year from
Hillboro, OR. Whoever sent it, thank you. Not able to make Mt Vernon, but is
there an "informal" gathering on the West Coast this year?
The link in the KRnet webpage to my former website is now defunct. I no longe
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