KR> KR2 give-away, almost

[Dave Arbogast, CISSP]

Yeah you could say so.. :-)  When I bought the plans, I was going to 
build a KR2-S, and an A gave me this project I just sold when I 
sat in it, I realized I'd  have to cut the boat and make it bigger if I 
was to ever fly with a passenger larger than a puppy.

The Coot looks interesting, but the air car is HUGE !! Yes, 4x the money 
at least... hey, its 2100 # empty so I figure that's 4x the materials of 
the KR2...

I'd like to apply some of the time savings from the Coot (composite 
hull) to the air car. I understand the air car as done in the plans is a 
very time consuming wood hull with complex structures...

-dave

Larry Flesner wrote:
> At 06:52 AM 2/18/2009, you wrote:
>   
>> Well, now that someone got my KR2 project for $461, I need to find an
>> amphibian to build from plans.. My wife likes the Spencer Air Car,
>> -dave
>> 
> +++
>
> Sounds like you're jumping out of the frying pan into the fire.  I don't know
> why you didn't complete the KR, cost, time, or wrong airplane, but the
> Air Car will cost at least 4X more and take two or three times longer to 
> build.
>
> Consider the Coot?
>
> Larry Flesner
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
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>   

KR> KR2 give-away, almost

[Dave Arbogast, CISSP]

Well, now that someone got my KR2 project for $461, I need to find an 
amphibian to build from plans.. My wife likes the Spencer Air Car, but I 
can't find anyone who's building / built one. Do any of you know such a 
person ? There also does not appear to be a builder's group.

Thanks,

-dave

KR> finally current again

[Dave Arbogast, CISSP]

Wow Larry, that must be some interesting times for you ! Be safe... Do 
they still need mechanical / electrical workers ? How much do they pay?

After you get your plans, you could start building the boat in a one car 
garage if you had little room.

-dave

Larry Eilenberger wrote:
> Hay you guys I was just trying to describe myself a little bit.  I am
> currently in Afghanistan working on an infrastructure rehabilitation program
> building a power plant for Kabul.  If anyone would like to come over and
> help out I may be able to fine room in the man camp for you! We are only
> about 2 mile east of Kabul International.  But to get here one must drive
> through down town and that is a 10 or 12 mile trip through one of the most
> dangerous slums in the world.  I expect to be finished over here in 2010 and
> retire at the age of 70 so will need something to do in my spare time then
> like building an airplane.  My Corvair will help but I want to build an
> airplane also. How does one get started with a KR? By the way I have a
> nephew who is also interested in building, he already has his ticket.  I
> have not told him yet but I may just help him build.  He is currently
> interested in a Cozy. 
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
> Of Mark
> Sent: Sunday, February 15, 2009 11:34 AM
> To: 'KRnet'
> Subject: RE: KR> finally current again
>
> I hope this guy has a big house and generous family... I could be adopted
> too :-) (help me please!)
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
> Of George Bearden
> Sent: Sunday, February 15, 2009 12:41 AM
> To: 'KRnet'
> Subject: RE: KR> finally current again
>
>   
>> I am a professional mechanical engineer, skilled in cabinet making, 
>> and own an automobile repair shop and have a complete wood shop in 
>> my basement.  So I think I have the wherewithal to do the building.
>> 
>
>   
>> Any encouragement or discouragement or comments would be welcome.   
>> 
>
> Would you be interested in adopting me?
>
> GeoB :-)
>
>
>
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> 18:29:00
>
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>   

KR> KR2 on ebay

[Dave Arbogast, CISSP]

Its in 48390 - Walled Lake MI

Bob Hailey wrote:
> thanks mark ..do you know where it is located I don't get e-bay
> bhailey@our-town
> - Original Message -
> From: "Mark" <markweg...@charter.net>
> To: "'KRnet'" <kr...@mylist.net>
> Sent: Tuesday, February 10, 2009 7:51 PM
> Subject: RE: KR> KR2 on ebay
>
>
> The guy is presenting this as a KR2/KR2S, but if you count the bays aft of
> the rear spare section, it is a KR2 in the boat stage. This would save
> someone a lot of work, but, unfortunately, I already have a partially
> completed "2". If it "touches" as good as it looks in the pictures (I don't
> know about his sister in law), it is probably worth more than the $0.99
> starting bid! :-)
>
> Mark W
> N952MW
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
> Of Dave Arbogast, CISSP
> Sent: Tuesday, February 10, 2009 6:11 AM
> To: KRnet
> Subject: KR> KR2 on ebay
>
> http://cgi.ebay.com/ebaymotors/KR2-KR2S-Plans-project-Subaru-EA-71-core-rebu
> ild_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q
> 3a1318Q7c301Q3a1Q7c293Q3a1Q7c294Q3a50QQ_trksidZp3286Q2ec0Q2em14QQhashZitem30
> 0292722571QQitemZ300292722571QQptZMotorsQ5fAviationQ5fPartsQ5fGear#ht_4294wt
> _1356
>
>
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> Version: 8.0.233 / Virus Database: 270.10.19/1938 - Release Date: 02/06/09
> 17:28:00
>
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>
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>   

KR> KR2 on ebay

[Dave Arbogast, CISSP]

I took it to say the boat stage is a KR2 but the purchased plans are KR2 
/ KR2S.

-dave

Mark wrote:
> The guy is presenting this as a KR2/KR2S, but if you count the bays aft of
> the rear spare section, it is a KR2 in the boat stage. This would save
> someone a lot of work, but, unfortunately, I already have a partially
> completed "2". If it "touches" as good as it looks in the pictures (I don't
> know about his sister in law), it is probably worth more than the $0.99
> starting bid! :-)
>
> Mark W
> N952MW
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
> Of Dave Arbogast, CISSP
> Sent: Tuesday, February 10, 2009 6:11 AM
> To: KRnet
> Subject: KR> KR2 on ebay
>
> http://cgi.ebay.com/ebaymotors/KR2-KR2S-Plans-project-Subaru-EA-71-core-rebu
> ild_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q
> 3a1318Q7c301Q3a1Q7c293Q3a1Q7c294Q3a50QQ_trksidZp3286Q2ec0Q2em14QQhashZitem30
> 0292722571QQitemZ300292722571QQptZMotorsQ5fAviationQ5fPartsQ5fGear#ht_4294wt
> _1356
>
>
> ___
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> Version: 8.0.233 / Virus Database: 270.10.19/1938 - Release Date: 02/06/09
> 17:28:00
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>   

KR> battery charger

[Dave Arbogast, CISSP]

Remember not to take your laptop above 10,000 msl as the hard drive 
needs air for the heads to float above the platter.
-dave

>  I have been
> thinking this arrangement would also give me a really cheap way to put a 110
> outlet on the panel or somewhere in the KR that I could plug in a laptop or
> other type equipment if I needed to and the weight is small ounces.
>
> Bobby Burington
> California KR2 Builder
>
>
>
>
>   
>
>
>
>
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>   

KR> KR2 on ebay

[Dave Arbogast, CISSP]

http://cgi.ebay.com/ebaymotors/KR2-KR2S-Plans-project-Subaru-EA-71-core-rebuild_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q3a1318Q7c301Q3a1Q7c293Q3a1Q7c294Q3a50QQ_trksidZp3286Q2ec0Q2em14QQhashZitem300292722571QQitemZ300292722571QQptZMotorsQ5fAviationQ5fPartsQ5fGear#ht_4294wt_1356

KR> Blue foam

[Dave Arbogast, CISSP]

Well, that is my opinion. I like a safety margin for things that do go 
wrong. From my experience, leaks in the fuel tanks / systems do happen.

-dave

Mark wrote:

>So does this mean that I can use the "blue stuff" for the turtle deck,
>cowling, horizontal and vertical stabilizer and the outer wings, but not
>anywhere that fuel could get on the foam?
>
>Thanks
>Mark W
>N952MW (res)
>
>-Original Message-
>

KR> Blue foam

[Dave Arbogast, CISSP]

Well, that is my opinion. I like a safety margin for things that do go 
wrong. From my experience, leaks in the fuel tanks / systems do happen.

-dave

Mark wrote:

>So does this mean that I can use the "blue stuff" for the turtle deck,
>cowling, horizontal and vertical stabilizer and the outer wings, but not
>anywhere that fuel could get on the foam?
>
>Thanks
>Mark W
>N952MW (res)
>
>-Original Message-
>From: krnet-bounces+markwegmet=charter@mylist.net
>[mailto:krnet-bounces+markwegmet=charter....@mylist.net] On Behalf Of Dave
>Arbogast, CISSP
>Sent: Sunday, February 08, 2009 4:36 PM
>To: KRnet
>Subject: Re: KR> Blue foam
>
>I guess Ken Rand didn't know what he was talking about then, even though 
>his plans are still for sale...  And Burt stopped selling his plans 
>decades ago, so I'm thinking he knew what he was doing.
>
>That's the nice thing about experimental - we are all free to do as we 
>please. I have a friend with a Lancair 235. He has repaired both of his 
>composite tanks more than once (He started flying his in the 1990's) and 
>each time, if there would have been blue foam in the wings, it would 
>have been gone.
>
>-dave
>
>rahu...@peoplepc.com wrote:
>
>  
>
>>Dave wrote: "Now, if it was a glider or only had the header tank, yes Blue 
>>would be good."
>>You neglecting the fact that every Vari and Long Eze ever built has blue 
>>foam wings that are adjacent to the tanks built in the strakes without any 
>>catastrophic effects that I know about. If I had it to do over I would use 
>>the blue foam (hot wired) for all the flying and control surfaces. I think 
>>that would prevent most of the delaminations we see with the urethane foam 
>>surfaces.
>>
>>
>>Rick Human
>>N202RH
>>Houston, Texas 
>>
>>
>>___
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>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>please see other KRnet info at http://www.krnet.org/info.html
>> 
>>
>>
>>
>
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>Version: 8.0.233 / Virus Database: 270.10.19/1938 - Release Date: 02/06/09
>17:28:00
>
>
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>  
>

KR> Blue foam

[Dave Arbogast, CISSP]

I guess Ken Rand didn't know what he was talking about then, even though 
his plans are still for sale...  And Burt stopped selling his plans 
decades ago, so I'm thinking he knew what he was doing.

That's the nice thing about experimental - we are all free to do as we 
please. I have a friend with a Lancair 235. He has repaired both of his 
composite tanks more than once (He started flying his in the 1990's) and 
each time, if there would have been blue foam in the wings, it would 
have been gone.

-dave

rahu...@peoplepc.com wrote:

>Dave wrote: "Now, if it was a glider or only had the header tank, yes Blue 
>would be good."
>You neglecting the fact that every Vari and Long Eze ever built has blue 
>foam wings that are adjacent to the tanks built in the strakes without any 
>catastrophic effects that I know about. If I had it to do over I would use 
>the blue foam (hot wired) for all the flying and control surfaces. I think 
>that would prevent most of the delaminations we see with the urethane foam 
>surfaces.
>
>
>Rick Human
>N202RH
>Houston, Texas 
>
>
>___
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>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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>  
>

KR> Re: Inspection

[Dave Arbogast, CISSP]

Hi Peter,

I take it you will not have any fuel in your wings ? The header tank 
sure has limited duration and it is outside the CG range for much 
changing capacity if you were thinking of expanding it. I certainly 
would not bet my life on there never ever being any fuel spilled / 
leaking from wing tanks... the foam is critical to the composite 
structure of the wings.

Now, if it was a glider or only had the header tank, yes Blue would be good.

-dave

Peter Drake wrote:

>Dave
>Yes I have used it throughout the wings and tail. I know its not called for 
>in the plans. I took this project over from a friend who had already planned 
>to use the blue. He is a glider man and they use it a lot. I have also been 
>looking at the construction of the Europa which also uses it very 
>sucessfully. The only drawbacks I can see are its incompatability with fuel 
>and its harder to work. The plus is its very strong.
>The seat is supported on 4 ribs which go down to the floor, and a spruce 
>cross member. I also intend to make some ribs to make it more rigid with 
>extra layers of BID where it rests on the main ribs.
>I didn't use carbon fibre because my budget could not stretch to it.
>Peter
>----- Original Message - 
>From: "Dave Arbogast, CISSP" <k...@arb.net>
>To: "KRnet" <kr...@mylist.net>
>Sent: Sunday, February 08, 2009 3:17 AM
>Subject: Re: KR> Re: Inspection
>
>
>Did you use styrofoam any place else in your plane ? Its not called for
>in the plans. Also, do you think 1 layer of BID on either side will
>support 1,500 pounds ?
>
>Several guys has posted nice seats made with carbon fiber,
>-dave
>
>  
>
>><>...I have also been making the seat, with blue styrofoam and a layer
>>of bid
>>both sides...
>>
>>
>>
>>
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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>>
>>
>>
>>
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>
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>  
>

KR> Re: Inspection

[Dave Arbogast, CISSP]

Did you use styrofoam any place else in your plane ? Its not called for 
in the plans. Also, do you think 1 layer of BID on either side will 
support 1,500 pounds ?

Several guys has posted nice seats made with carbon fiber,
-dave

> <>...I have also been making the seat, with blue styrofoam and a layer 
> of bid
> both sides...
>
>
>
>
>___
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>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>please see other KRnet info at http://www.krnet.org/info.html
>  
>

KR> Re: Night flying?

[Dave Arbogast, CISSP]

I usually have more night time than my BFR's CFI ;-)  For me, my 
favorite flight is the night flight in Michigan's winter with a snow 
covered ground and a high overcast - preferably stratoform clouds over 
population. I request clearance into the DTW class B and fly at about 
4,000 msl for the safety altitude and ATC following adds. The view is 
awesome as the high clouds reflect the city lights back to the ground, 
and the snow reflects this flight up. Very special flying time.

Second would be your full moon in severe clear. :-)

-dave

bearlk...@aol.com wrote:
> A flight under a full moon and a clear sky is must for any pilot.
> I will start long flights  before first light to get down safely later.
> Both of these practices make me nervous. So does flying in the daytime.
> Be current, be prepared, practice for the worst.
> ?Always fly (or drive for that matter) as if your life depends on it.
> But also fly as if you are alive and in awe, because flying is a gift
> most mortals are not allowed. Enjoy.
> Bob Polgreen
> Kr2 project
> AA1 Yankee (flying) 
>
>
>
>
> ___
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>
>
>  
>
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>   

KR> Widening the fuselage

[Dave Arbogast, CISSP]

KR1 is a different bird...  Build the KR2-S according to the "S" plans 
and you'll be OK.

Are you having an electrical system ? There's a chunk of lead you can 
move about if you have CG problems, but I doubt it would require the 
battery in the empennage.

Bill Weir wrote:
> Thanks to everyone who answered re widening fuselage.I think we can sort it 
> out from here.
>
> And I gather KR1 was a bit tail heavy so if we move the firewall ahead a 
> couple inches on our KR2S we will be within limits; and if we widden a 
> couple inches we will be in familiar company.
>
> As I go through the KRs described on the webb and see the engines being used .
> I wonder how many have some lead in their tails.
>
> Bill Weir.
> - Original Message - 
> From: "Dan Heath" 
> To: 
> Sent: Saturday, January 03, 2009 7:13 AM
> Subject: KR> Widening the fuselage, Bending Longerons
>
>
> If you want to widen the fuse, why not just make the firewall proportionally
> larger, and extend the length proportionally longer?  You are going to have
> more frontal area anyway and will need room on the firewall for a larger
> engine.  I would think that, that would take care of the bending issues.
>
> See N64KR at http://KRBuilder.org - Then click on the pics
> See you at the 2009 - KR Gathering in Mt. Vernon, Ill
> There is a time for building and a time for FLYING and the time for Flying
> has begun.
> Daniel R. Heath - Lexington, SC
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>
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>   

KR> almost check it out ride - TN

[Dave Arbogast, CISSP]

Are you building the KR2 or the KR2S ? With the S, a couple of inches 
are added to the front, and another section is added to the rear of the 
wing section.

You must be sure your CG is measured and in the range when you are done.

Bill Weir wrote:
> We are building a mock-up of the cockpit area to check out fit. It is short 
> for six foot plus grandson. Now, can we move the firewall ahead a couple 
> inches? To check back, Ken Rand had the VW engine in his original KR1 right 
> against the firewall. Was the KR1 tail heavy or when he did the KR2 did the 
> wider fuselage move the cg back and he was able, [or had to] move the engine 
> ahead? Can we put our engine against the firewall as KR1 with the firewall 
> ahead? And to finish, has anyone widened the KR2S fuselage?
>
>
>
> Bill Weir
>
>
>
>
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>   

KR> Anyone in Tucson AZ that can offer a check it out ride on Saturday?

[Dave Arbogast, CISSP]

Hi Kurt, how much are they looking to get for the started project? I ask 
because I moved to a lake last year and my needs for an amphib are 
stronger than my desire to finish my project. Its a bit beyond the boat 
stage - the tail feathers are done and the spars are complete. It has 
fixed aluminum conventional gear and my licensed complete set of KR2-S 
plans would be in the deal. Not looking to profit but to get a start on 
an amphib plans built. I'm in SE Michigan though...

http://arb.net/dave/kr2s.html

-dave

Kurt Clement wrote:
> I will try and make this short, but my enthusiasm for this group is just 
> overwhelming. We moved to Chandler AZ last year and discovered there is an 
> airport in our neighborhood. My previous experience with airports was limited 
> to LAX.  I couldn't believe people could drive their planes into their 
> backyards. So a friend at church has taken me flying a couple of times. On 
> one of our adventures we went to check out an old Cessna that was for sale in 
> Goodyear. In the back of the hanger was what looked to me like a soap box 
> kart. Boyd tells me it was the start of a KR build. What?! That was going to 
> be something someone would fly? Two people? So he had me look it up online 
> and of course I found this group. The more I read the more I wanted to read. 
> I started getting obsessive. My every conversation with Boyd would turn to 
> the building of a KR. I didn't even know that real people could build their 
> own plane. I read every email for this entire year. (I could
>  read about a month a day) I read about Steve's cross country trip, Mark's 
> deer strike, other Mark's sunset adventures. I couldn't get enough. More than 
> the technical tips which at first was overwhelming with foreign terms like 
> PIO, WAF, etc.  was the building and flying experiences which were so 
> motivating. I told my wife I had to do this. So she said I could offer to buy 
> the started project in Goodyear if that is what I wanted for Christmas. Boyd, 
> who is very enthusiastic about flying, became the voice of reason. He pointed 
> me to the last issue of KitPlanes and had me look at other homebuilts. He 
> suggested that I consider Sonerai or Mustang. I looked and I still am 
> convinced that the KR is the plane I want to build. Boyd is suggesting that I 
> take a ride in a KR before I commit. So that leads me to my subject. We are 
> going to be in Tucson on Saturday. Can anyone give me and my wife a quick 
> ride around? I would pay for gas or other expenses. If my wife
>  enjoys her ride I am golden on starting this adventure. I am so convinced 
> that I want to do this that anything short of a crash would seal the deal for 
> me. 
>
> Thanks,
>
> Kurt Clement
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>   

KR> What? No vmc night?

[Dave Arbogast, CISSP]

I would definitely fly a KR2 at night if I was current and it was solid 
VFR - not marginal because this is where the daemons live...

John Gotschall wrote:
> Huh?
>
>
> My vfr flights (not in a kr yet) have almost always come home at night.
>
> So whut's wrong wit dat?
>
> I time it that way so I can go over Seattle at dusk (pretty to look at).
> Land a half hour later.
>
>
> jg
>
>
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>   

KR> almost check it out ride - TN

[Dave Arbogast, CISSP]

I too had your desires (but turbo normalized single rotor all aluminum 
Mazda engine) and I am building one, BUT, the IFR portion this plane is 
not - unless you are talking about the rare moments you can have smooth 
air in cloud. The CFII's I've known who have owned KR2's were scared the 
first and last time they flew this short coupled plane in turbulent air. 
Uncontrolled rolls to 45 degrees in either direction are normal. Such 
will be the case in normal flight in cloud. Not exactly  the time for a 
fun ride. And we all know IFR at night is the most deadly civilian 
flying there is.

Andy Mckevitz wrote:
> I too believe that the KR is the plane for me.  Though 6'1" tall, I am told 
> the older versions are out, but I want as close as I can get to turbo 
> [normalizing, and subject to VW engine capability because economy high alt 
> cruise is the idea here], RG, IFR, night plane.  Before you reply there is no 
> such thing and it cannot be created, I do advise I'm willing to compromise!  
> Understanding thus far, that the VW engine is best for economy.  Call me 
> crazy, but If I have to spend over $30k, I may as well buy a V-tail bonanza, 
> so I don't think my demand is unrealistic.  I suppose the KR2s [stretch] is a 
> fixed gear only,  doh!  Any good way around this to get a plane that I can 
> fit in?
> Keeping this short, is there anyone with ANY KR2 version near knoxville, TN?  
> I'd like to visit, or invite to visit [I live on TN87, 8nm south of TYS, 
> knoxville's airport].  I'd like to check the plane out, and also offer to pay 
> expenses.  Of course, I need to overcome the hurdle of actually fitting into 
> the plane...  then I grow more serious.
>
> Andy
>
>
>   
>
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>   

KR> ELT in restored kr-2

[Dave Arbogast, CISSP]

Hi John, I got the impression you only fly solo - True ? If so you are 
exempt, but of all the equipment in the plane, the ELT is one I would 
certainly want working :-) So, I'd send the $20 - $30 to get an 121.5 if 
I was not flying across the boarders. I see there is a batch of 4 
complete ELT's on eBay at $62 now... and many others for similar prices.

-dave

John Gotschall wrote:
> Guys,
>
> To be accurate my plane never had an ELT so if I get one now it's "new"
> isin't it? 
>
> Don't new installations require the 406 unit?
>
> jg
>
>
>
>
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>   

KR> ELT in restored kr-2

[Dave Arbogast, CISSP]

I would think NAFTA was low in the priority list as it did not help the 
Mexican truckers trying to drive their 18 wheelers into the US w/o 
meeting US DOT regs.

-dave

John Gotschall wrote:
> 2 things,
>
>
> In the regs just posted (e) 4 seems to indicate that while flying off
> the 40 hours (testing) it is NOT required, did I get that right?  (I
> concur w/Mark L, these 40 hrs are not a good time to be without one).
>
> Canada's regs imposes a unilateral trade restriction.  I wonder if Nafta
> or other treaty(s) might trump those regs?
>
> jg
>
>
>   
>> ___
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>> 
>
>
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>   

KR> ELT in restored kr-2

[Dave Arbogast, CISSP]

If you cross th3e boarder after Feb 2009, you will be required to have 
the $1000 406 mHz ELT - http://www.eaa.org/news/2008/2008-09-04_elt.asp


It looks like the single person exception applies if you are removing 
the until for 90 days to get it fixed (my understanding from their use 
of "and" at the end of the sentence.)

Section 91.207 of the Federal Aviation Regulations:

Sec. 91.207

Emergency locator transmitters.  
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/0ca5c0070bd29144862569cf005f1030!OpenDocument=2

(a) Except as provided in paragraphs (e) and (f) of this section, no 
person may operate a U.S.-registered civil airplane unless--
(1) There is attached to the airplane an approved automatic type 
emergency locator transmitter that is in operable condition for the 
following operations, except that after June 21, 1995, an emergency 
locator transmitter that meets the requirements of TSO-C91 may not be 
used for new installations:
(i) Those operations governed by the supplemental air carrier and 
commercial operator rules of parts 121 and 125;
(ii) Charter flights governed by the domestic and flag air carrier rules 
of part 121 of this chapter; and
(iii) Operations governed by part 135 of this chapter; or
(2) For operations other than those specified in paragraph (a)(1) of 
this section, there must be attached to the airplane an approved 
personal type or an approved automatic type emergency locator 
transmitter that is in operable condition, except that after June 21, 
1995, an emergency locator transmitter that meets the requirements of 
TSO-C91 may not be used for new installations.
(b) Each emergency locator transmitter required by paragraph (a) of this 
section must be attached to the airplane in such a manner that the 
probability of damage to the transmitter in the event of crash impact is 
minimized. Fixed and deployable automatic type transmitters must be 
attached to the airplane as far aft as practicable.
(c) Batteries used in the emergency locator transmitters required by 
paragraphs (a) and (b) of this section must be replaced (or recharged, 
if the batteries are rechargeable)--
(1) When the transmitter has been in use for more than 1 cumulative hour; or
(2) When 50 percent of their useful life (or, for rechargeable 
batteries, 50 percent of their useful life of charge) has expired, as 
established by the transmitter manufacturer under its approval.
The new expiration date for replacing (or recharging) the battery must 
be legibly marked on the outside of the transmitter and entered in the 
aircraft maintenance record. Paragraph (c)(2) of this section does not 
apply to batteries (such as water-activated batteries) that are 
essentially unaffected during probable storage intervals.
(d) Each emergency locator transmitter required by paragraph (a) of this 
section must be inspected within 12 calendar months after the last 
inspection for--
(1) Proper installation;
(2) Battery corrosion;
(3) Operation of the controls and crash sensor; and
(4) The presence of a sufficient signal radiated from its antenna.
(e) Notwithstanding paragraph (a) of this section, a person may--
(1) Ferry a newly acquired airplane from the place where possession of 
it was taken to a place where the emergency locator transmitter is to be 
installed; and
(2) Ferry an airplane with an inoperative emergency locator transmitter 
from a place where repairs or replacements cannot be made to a place 
where they can be made.
No person other than required crewmembers may be carried aboard an 
airplane being ferried under paragraph (e) of this section.
(f) Paragraph (a) of this section does not apply to--
[ (1) Before January 1, 2004, turbojet-powered aircraft; ]
(2) Aircraft while engaged in scheduled flights by scheduled air carriers;
(3) Aircraft while engaged in training operations conducted entirely 
within a 50-nautical mile radius of the airport from which such local 
flight operations began;
(4) Aircraft while engaged in flight operations incident to design and 
testing;
(5) New aircraft while engaged in flight operations incident to their 
manufacture, preparation, and delivery;
(6) Aircraft while engaged in flight operations incident to the aerial 
application of chemicals and other substances for agricultural purposes;
(7) Aircraft certificated by the Administrator for research and 
development purposes;
(8) Aircraft while used for showing compliance with regulations, crew 
training, exhibition, air racing, or market surveys;
(9) Aircraft equipped to carry not more than one person; and
(10) An aircraft during any period for which the transmitter has been 
temporarily removed for inspection, repair, modification, or 
replacement, subject to the following:
(i) No person may operate the aircraft unless the aircraft records 
contain an entry which includes the date of initial removal, the make, 
model, serial number, and reason for removing the transmitter, and a 
placard located in view of the 

KR> Grease on Wood

[Dave Arbogast, CISSP]

After the spot lifter, I would use trichloroethane - the old school 
brake cleaner. Really hose it down. It will degrease anything. Allow it 
to fully dry out before gluing.

-dave

propilot...@msn.com wrote:
>>> I used K2R (not KR2) spot lifter. Every day for 2 weeks I'd apply the> spot 
>>> lifter, every night, scrap it off and reapply.
>>>   
> John,
>  
> I've also had very good results using K2R Spotlifter to remove oil from 
> heavily soaked wood and later re-glue the wood with 
> T-88.  However as we say, YRMV.
>  
> For safety sake, though, I'd sure recommend that after the K2R treatment the 
> joints be tested for integrity.
>  
>  
> Ron Rheude
> propilot...@msn.com
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>   

KR> STOL aircraft.

[Dave Arbogast, CISSP]

When used as a tow plane or when not loaded with chemicals, the Air 
Tractor is very STOL.  http://www.airtractor.com/at-401b

Dave Arbogast, CISSP wrote:
> I call 600 ft take-off distance STOL, and that's what a Europa Motor 
> Glider will do.
>
> -dave
>
> Mark wrote:
>   
>> Well not all of them... Harrier anyone?
>>
>> -Original Message-
>> From: krnet-bounces+markwegmet=charter@mylist.net
>> [mailto:krnet-bounces+markwegmet=charter@mylist.net] On Behalf Of Darren
>> Crompton
>> Sent: Tuesday, November 18, 2008 6:00 PM
>> To: KRnet
>> Subject: KR> STOL aircraft.
>>
>> At the risk of asking a stupid or obvious question, why do STOL aircraft all
>> have high wings?
>>
>> Cheers.
>> --
>> Darren Crompton
>> AUSTRALIA
>>
>> My web site: www.kr-2s.com
>> ___
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>>
>>
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>>   
>> 
>
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>   

KR> STOL aircraft.

[Dave Arbogast, CISSP]

I call 600 ft take-off distance STOL, and that's what a Europa Motor 
Glider will do.

-dave

Mark wrote:
> Well not all of them... Harrier anyone?
>
> -Original Message-
> From: krnet-bounces+markwegmet=charter@mylist.net
> [mailto:krnet-bounces+markwegmet=charter@mylist.net] On Behalf Of Darren
> Crompton
> Sent: Tuesday, November 18, 2008 6:00 PM
> To: KRnet
> Subject: KR> STOL aircraft.
>
> At the risk of asking a stupid or obvious question, why do STOL aircraft all
> have high wings?
>
> Cheers.
> --
> Darren Crompton
> AUSTRALIA
>
> My web site: www.kr-2s.com
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>
>
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>   

KR> Aircraft Value Question?

[Dave Arbogast, CISSP]

Dj Merrill wrote:
> jcho...@ksu.edu wrote:
>   
>> be great. I am trying to gather information on the value of other KR's
>> so I can have some kind of an argument.
>>   
>> 
>
> There are several for sale on Barnstormers in the $7k to $8k range. 
> You could try printing off those ads as examples of "fair market value".
>
> -Dj
>
>   
The General Aviation Revitalization Act of 1994 does not apply to us, so 
we are liable forever if we sell. Explain this to the tax man in our 
argument that there is a negative net value if you ever tried to sell, 
making the argument that only the value of the materials could be 
considered  Here is some information on the increase in litigation. 
I understand no one wants to hear their "value" of their plane is not 
big $$$ but a liability, but seriously, look at the big picture with 
this tax man.

http://www.aviationlawcorp.com/content/liabhomeblt.html

KR> Aircraft Value Question?

[Dave Arbogast, CISSP]

What are the taxes like in Nebraska or Missouri ? Maybe if they don't 
see it your way, you find a friend in Beatrice of KS, MO that will allow 
you to "move" your address there ? Fly up to Beatrice a few times a 
month to collect your mail. Maybe even your income taxes would benefit 
from this.

-dave

Dave Arbogast, CISSP wrote:
> The state of Michigan tried that game with me but said $20K in 1992. I 
> asked where they got that number, and the appraiser said he pulled it 
> out of his butt. So I  countered that this plane can never be sold as it 
> would represent a Liability to my family possibly in the millions of 
> dollars, so in point of fact the only dollar value he could assign to it 
> was the actual cost of materials. They conceded this fact and that is 
> what I paid "use tax" on, for the items I bough w/o paying Michigan 
> sales tax. They are not trying to milk me every year for these taxes, 
> but a one time tax.
>
> Good luck, and vote in new law makers.
>
> --dave
>
> jcho...@ksu.edu wrote:
>   
>> Hi guys,
>>
>> Quick question for everyone, hope I am not being intrusive! I am dealing
>> with property taxes on my KR right now, and I think what they want to
>> charge me is way too high. I am in Kansas. The appraiser has it valued
>> at $15000 and wants me to pay $2500 a year in taxes! I think this is
>> crazy. I have a meeting with the appraiser tomorrow, so any input would
>> be great. I am trying to gather information on the value of other KR's
>> so I can have some kind of an argument.
>>
>> Thanks,
>>
>> Josh Choitz
>>
>>
>>
>>
>> ___
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>>   
>> 
>
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>   

KR> Aircraft Value Question?

[Dave Arbogast, CISSP]

The state of Michigan tried that game with me but said $20K in 1992. I 
asked where they got that number, and the appraiser said he pulled it 
out of his butt. So I  countered that this plane can never be sold as it 
would represent a Liability to my family possibly in the millions of 
dollars, so in point of fact the only dollar value he could assign to it 
was the actual cost of materials. They conceded this fact and that is 
what I paid "use tax" on, for the items I bough w/o paying Michigan 
sales tax. They are not trying to milk me every year for these taxes, 
but a one time tax.

Good luck, and vote in new law makers.

--dave

jcho...@ksu.edu wrote:
> Hi guys,
>
> Quick question for everyone, hope I am not being intrusive! I am dealing
> with property taxes on my KR right now, and I think what they want to
> charge me is way too high. I am in Kansas. The appraiser has it valued
> at $15000 and wants me to pay $2500 a year in taxes! I think this is
> crazy. I have a meeting with the appraiser tomorrow, so any input would
> be great. I am trying to gather information on the value of other KR's
> so I can have some kind of an argument.
>
> Thanks,
>
> Josh Choitz
>
>
>
>
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>   

KR> first engine run

[Dave Arbogast, CISSP]

Sounded great John. Reminds me of my diversion from my KR2S to put a 
turbo diesel in a caravan. Very similar events. I'm almost ready for the 
third and hopefully final time of dropping the engine / trans into the 
Virginia body. http://www.vwdiesel.net/phpBB/viewtopic.php?t=15633

Soon I'll be back to KR land of building :-D

-dave


John Gotschall wrote:
> Last week was the first 2180 type 1 turbo run.
>
> This week was the second.  For those of you who have not had your first
> engine run yet I'll share my experience.
>
> Last week:
>
> Pull the top set of spark plugs, crack open one of the fittings feeding
> oil to the turbo charger and crank the engine over checking for oil
> pressure. crank. crank. crank. crank.  No oil pressure.  Lift the
> tailwheel and make the top longerons level. crank. crank. crank.  No oil
> pressure.
>
> Remove the oil return line from the turbo to the intake on the oil pump,
> squirt oil into the pump to prime it. Reinstall the return line.
> crank.crank.crank.  No oil pressure.
>
> Remove the turbo oil return line from the turbo housing and reorient it
> so it stands almost straight up, still connected at the oil pump end.
> Pour oil into the open line until there is (in the vertical tube) almost
> two feet of vertical oil going into the inlet on the oil pump.   Observe
> the slightly cracked open oil line going to the turbo, looking for
> pressure there. crank, crank, crank,crank.  No oil pressure.  What's
> that on the floor?   A huge puddle of oil from the opening on the bottom
> of the turbo housing where the line that is now vertical used to be.  I
> guess that means it's pushing oil now.  Clean up the oil from the floor.
> check the oil level (again), add some.
>
> Reinstall the turbo oil return line.  crank crank crank,  got pressure
> now.  Reinstall the spark plugs.
>
> Remove the alligator clip wire that was grounding the p-lead terminal of
> the mag, and install the lead from the mag switch, tighten the nut.
>
> Everything ready! ok!  Put gas in the tank, bleed the air out of the
> fuel lines.  What's that smell?
>
> The bottom of the fuel tank is wet with fuel.  No time to to fix it now,
> pull the tank out, replace it with a 1 gallon gas can rigged with a
> valve and fitting.
>
> Pull the airplane trailer into the street, get help to unload the plane.
> Unload the plane and tie the tail wheel to the basketball hoop post at
> the end of the culdesac.
>
> Crack the fitting for the gas line at the fuel primer nozzle on the
> intake manifold, pump the primer until some gas comes out. ok.
>
> Retighten the fitting, one last check that everything looks good, and
> hop in the plane, pump the primer.  hmm the primer seems to only have
> pressure at the last 1/4 of it's inward stroke.  Does not matter, it'll
> do (lots of guys don't even have a primer).  Master on, EIS on, Ignition
> on, "Clear Prop", mixture full rich, throttle at 1/4, crank, crank,
> crank, crank, crank, crank, crank.crank.   Hmm..  no fire.  But I can
> smell fuel.
>
> This airplane has a key switch that goes (clockwise) Off, (Ign+Mag), Mag
> only, Start w/mag.  It starts only with the mag, then I can add the
> second ignition system by turning the key one position towards off.
>
>
> I decide I must investigate.  I reach for the key and turn it towards
> off, one click to the (Ign+Mag) position, then one more to the "off"
> position:  
>
> *** BLAMO ***  A BALL OF FIRE  comes out of the exhaust!  Woah!  I knew
> right away that turning off the energized ignition system caused it to
> fire at least one spark plug, if not all 4 of them.
>
> The prop turned a half turn.
>
> Hmm.. the mag is not working I surmised.  
>
> I disassembled the mag p lead wiring from the key switch and started
> ohming out the wires looking for the trouble:  must be grounded
> somewhere.  Nothing wrong at the switch, disconnecting the EIS tach lead
> had no effect.  Finally, a close investigation of the mag itself showed
> that the ring terminal had grounded itself to the case of the mag.  Bend
> the terminal away from the mag case, reassemble all the wiring that was
> disassembled for troubleshooting.
>
> It should fire now.
>
> Hop in the plane, "clear prop" and crank, crank, vrOOOMMM!
>
> Check the tach connected to the ignition system, reads near zero (that
> does not work), flip through the EIS pages for oil pressure, 47 lbs
> (good!), eis tach works!  Batt voltage reported by the eis indicates no
> charge from the alternator.
>
> OK, got engine run, runs on ign and mag either or both ok, oil pressure
> ok, full power run up won't develop turbo boost.  Max manifold pressure
> is 28" mercury.  max rpm about 2700.  NOT what I was hoping for, idle
> adjustment is WAY off, but runs smooth.  The used turbocharger throws
> black oily chunks onto the top of the wing (dirty mess).
>
> Enough for one day, back to work for a week...   weeks over time to try
> again!
>
> Drain aluminum fuel tank, run a vaccuum cleaner blower 

KR> Flying milkstools

[Dave Arbogast, CISSP]

So, so agreed

If you want, get some duel conventional time in a variety of 
conventional gear birds :-)

-dave

laser...@juno.com wrote:
> Derek Wrote, 
>
> "Im thinking I want to a trigear on my kr Im not really in love with the
> taildragger.  Let me know if you think that would be a ok idea"
>
> I think it's a terrible idea!  Not only will you ruin the looks of the
> airplane (Look what a nosegear did to the Pacer!  Turned a graceful
> design into the butt of many jokes!) but I see that Dan says it will go 5
> MPH slower.  5 MPH slower at what speed?  Since drag increases in inverse
> proportion to speed, that means the higher your airspeed, the slower you
> will go!  
>
> Why give up performance and looks just for some temporary ease of ground
> handling?  You'll soon get used to the conventional gear and it will seem
> just as natural to you as the tri-gear does to the tricycle guys. 
> Pushing a draggy old strut around everywhere you go just doesn't seem
> natural.
>
> Mike
> 
> 
> Click here to find the rental car that fits your needs.
> http://thirdpartyoffers.juno.com/TGL2141/fc/Ioyw6i3nMUoVTpsR8xgkx5L1rzkIpAs4nZdcvJSlgHjwW9xnaGzNks/
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>   

KR> Cam gear

[Dave Arbogast, CISSP]

I'm with you Tim, that engine designed for a 15% duty cycle ( 80 hp) 
some 50 years ago is on borrowed time in the air. IMHO... But, hey, 
that's why the sign on the cock-pit says "EXPERIMENTAL" and I support 
every effort to experiment :-D 
http://en.wikipedia.org/wiki/Chevrolet_Corvair_engine

-dave

ColdLake-Tim wrote:
> You guy's been real lucky with these airports so close.KR2's are no 
> Super STOL's
>
> Realistically I'd be looking at my watch wondering if it's now 0-200 and 
> ain't talking daylight savings.
>
> Sans worse case senario, the loss of your' aircraft ground you, indefinetly 
> :-(
>
> CldLk-Tim 
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> Engines

[Dave Arbogast, CISSP]

Hi Jeff, for $20 on a multi-grand engine, why think about the cost of a 
trip to McNasty (AKA Micky-D)  with the kids ?  IMHO, replace them if 
they are out of spec.
-dave

Jeff Scott wrote:
> The consequence of failing to replace 4 $5.00 guides and leaving in guides 
> that were worn beyond spec was an engine that tends to push oil out the blow 
> by and drool oil onto the ramp. 
>   

KR> Don Sheldon

[Dave Arbogast, CISSP]

What was his youngest daughter's name? I don't see a Sheldon in the 
credits for the Power Rangers.

-dave

Ron Vogt wrote:
> Netters;
>  This is a little off the KR subject, but I think I will interject it 
> anyway.  I've spent the last 2 summers flying out of Talkeetna, 
> Alaska...which was Don Sheldon's base of operations.  You might find it 
> interesting to know that he is credited with crashing 32 airplanes.  He is 
> most famous for flying sick and injured climbers off of Mt. McKinley.  He 
> died of cancer in 1974, but his wife and one of his daughters still live in 
> Talkeetna.  His youngest daughter was one of the original Power Rangers.  As 
> far as I know, he never flew a KR-2.> From: t...@telus.net> To: 
> kr...@mylist.net> Subject: Re: KR> Lost wing in flight. Video clip- 
> unbelievable-> Date: Fri, 31 Oct 2008 21:14:50 -0600> > Alaskan Bush Pilot 
> Don Sheldon.(book "Wager with the Wind" the Don > Sheldon Story")> > Lost 
> his wing while flying his Super Cub. This is recollection of a book I > read 
> over 20yrs ago>> > Don was over a marshy/muskeg area and as the Super Cub 
> dropped doing a weird > jiration of a spin, he figurerd at the last second a 
> control in put may put > the A/C in flat perhaps being surviable.He tried 
> it. A/C rotated and > travelled sideways into the trees surrounding this 
> marshOnce he climbed > down, lived to fly another day. Great Book, Great 
> Pilot.> > Coldlake-Tim > > > ___> Search 
> the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp> to 
> UNsubscribe from KRnet, send a message to krnet-le...@mylist.net> please see 
> other KRnet info at http://www.krnet.org/info.html
> _
> Stay organized with simple drag and drop from Windows Live Hotmail.
> http://windowslive.com/Explore/hotmail?ocid=TXT_TAGLM_WL_hotmail_102008
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> carbon fibre

[Dave Arbogast, CISSP]

You should search the achieve about this... if you are talking about 
using CF for all of the plane, you will only gain high cost with no 
usable gain, except in the seat pans.

-dave


>
> WHAT I AM TRYING TO FIND OUT IF I USE CARBON FIBRE INSTEAD OF KR FIBREGLASS 
> IS THERE ANY SPECIAL RESIGN THAT I SHOULD USE FOR THE CARBON FIBRE.OTHER THAN 
> THE NORMAL RESIGNS BEING USED FOR FIBRE GLASS
>
>
> _
> Click for VA loan resources and rate quotes.
> http://thirdpartyoffers.juno.com/TGL2121/fc/Ioyw6i3m3mWQONNW7h8dx7k7G6kTm6HiO6xfesnPVnyWxaGnJ3LHz1/?count=1234567890
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> Your Thoughts on my Thoughts

[Dave Arbogast, CISSP]

Served many wooden ships in battle for a thousand years (about ?) - 
should be more than strong enough for you.
-dave

GARY ROBISON wrote:
>
> My thoughts are to do exactly that only not cut the caps into quarter inch 
> strips, but to steam
>
> and bend them with a jig holding the proper angle until set. Do them both at 
> the same time,
>
> sitting on top of each other, they would be exact complements. Once the 
> vertical spreaders
>
>   

KR> camera strobes

[Dave Arbogast, CISSP]

I was a pro shooter for the nation's longest continuously running news 
paper and did a lot of research on photo strobes. Mind you this is over 
25 years ago, but then the other factor was the duty cycle of the xenon 
bulb. They had a life cycle in the range of 10K cycles. They are called 
upon to give a consistent & bright flash. Speeding up the rate would 
decrease the life by quite a bit.

Another suggestion - go to the 1 hour photo lab and talk them into 
giving you a bag of the disposable cameras with flash. Use maybe a dozen 
of them per side and they can all run independent with their rated duty 
cycle. You'll have to make a small power supply ( 7805 regulator maybe 
?) and change the circuit to auto fire, but the price is right !

erik.kl...@matrixdginc.com wrote:
> The time to charge a capacitor is given by the RC time constant. It is 
> limited by the power rating of the resistor. The inductor is used to limit 
> the current to the flash tube and/or combined into an autotransformer for a 
> final voltage boost before the flash. Triggering is done differently on 
> different types of strobe circuits, but cameras I believe use an SCR or triac 
> that gets gated when you snap the picture. An automatic trigger would have to 
> be implemented. 
>
> Sent via BlackBerry by AT
>
> -Original Message-
> From: John Gotschall 
>
> Date: Mon, 27 Oct 2008 06:52:25 
> To: KRnet
> Subject: Re: KR> camera strobes
>
>
>
> Changing the flash rate may not be easy.  often the flash rate  is
> simply the amount of time it takes to charge the capacitor.  If you
> reduce the capacitor size, it will speed up but then there is less
> energy available for the flash.  Changing the charge current (to charge
> the existing capacitor faster) would require a redesign of the inductor
> and it's switching circuit, kind of a big job (unless you like to spend
> many hours winding transformers).
>
> Better to find another one with the correct flash rate already
> available.
>
> jg
>
>
>
>
>
>
>
>
> On Mon, 2008-10-27 at 12:24 +, joe.kr2s.buil...@juno.com wrote:
>   
>> I remember hearing about the camera strobe a few years ago and I had done 
>> some testing of my own on another type of strobe. I had taken a fire alarm 
>> system out of a building and it had stand alone strobes that were wall 
>> mounted (simplex was the brand) they operated on 12 v and were self 
>> contained. I hooked one up in the garage and left it run steady for over a 
>> month and it never missed a beat. They are small and light and would only 
>> need the power source from the plane, the strobe pack would be at the wing 
>> tip and as far away from the radios as possible. The down side and the 
>> reason I did not us that was that they flashed on about a 5 second cycle, I 
>> thought that was to long and would have to use 2 on each tip to get the 
>> required flash time. I know that Steve Makish works in the industry and may 
>> have the knowledge to make something like this work. I have them laying 
>> aroound somewhere yet if anyone wants to persue it. Just fuel for thought 
>> for the experimenters out there.
>> Joe Horton
>>
>> _
>> Find success and happiness with drug and alcohol rehabilitation. Click now.
>> http://thirdpartyoffers.juno.com/TGL2121/fc/Ioyw6i3nCeL11Wc4dmI0ixb4Pk26hLPmdaZmgGPfipkYT6raAd6Rji/?count=1234567890
>> ___
>> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>> please see other KRnet info at http://www.krnet.org/info.html
>> 
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> Electric motor ?

[Dave Arbogast, CISSP]

If you have $10K for the Li-Ion battery, don't mind having a 90 mph 
speed, a 90 - 120 minute range, flying alone, and $4K for the 9.2" 
Advanced DC motor and controller, then it is do-able.

Here's a forum you should search or join about EV and everything you'll 
need to know.

http://www.evforum.net/forums/showthread.php?p=4993#post4993 - this 
thread is about what you want to do..

http://www.evforum.net/forums/showthread.php?p=4071#post4071 - this one 
has part numbers and such for everything you'll need.

-dave

bobby burington wrote:
> Hi KR Netters,
>
> I have been thinking about the idea of using an electric motor in the KR2, I 
> haven't been able to come up with much information even though I know these 
> type of power plants are out there.
>
>  Has anyone worked with the idea of using an electric motor in the KR2 ?. Or 
> would anyone have any good idea of where to start looking ?.
>
> Thanks
> Bobby Burington
> CAlifornia KR Builder
>
>
>   
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>   

KR> Re: KR2 Plans/Drawings on ebay

[Dave Arbogast, CISSP]

Mark Langford wrote:
> Emory Luth wrote:
>
>   
>> They even used pictures from Mark Langford's website!  He's right in the
>> middle on the Russian website's KR2 page!
>> 
>
> Now I know why Jeannette was asking me if I was making her plans available 
> on the internet.  She said she heard they were available on my site.  I 
> reported this low-life scum sucker to ebay last night.  It'd be nice if 
> about 600 other people did the same...
>
> Mark Langford, Huntsville, AL
> mail: N56ML "at" hiwaay.net
> website: www.N56ML.com 
>
>   
Microsoft has the same problem in Russia - when you buy a new PC there 
the Windows is always a pirated copy. Even the "new" Vista 
authentication method to protect against this has been defeated.

-dave

KR> Turbo to maintain Sealevel intake manifold pressure

[Dave Arbogast, CISSP]

John wrote:

>
>
>On Mon, 2007-06-04 at 10:29 -0500, J L wrote:
>  
>
>>Used to fly a comanche 250 over 10k all the time.
>>
>>
>
>
>Interesting,  I've had several responses like this one,
>indicating alot of folks are geting their 10k or 12k
>ft (even more) with no problem.
>
>Here in the Seattle area, the mountains to the east are pretty
>close. I'd like to have strong climb performance
>above 6k through to 12k or 14k.  No plane I've flown out
>of Seattle could get to 12k before reaching the mountains
>which are very close to Seattle.  As I recall, I could get 
>to around 6 or 7k by the time I reached the mountains, clearing
>them by only 3k or so.  If I wanted more clearance I'd
>have to turn South or North and climb (very slowly) from
>6 to 9 or so (doubling the time of my trip across the
>rocks.)  
>
>If I could get a good (non-diminishing) climb rate I'd
>be alot happier.  I know the prop & wings will loose
>their grip as the air thins, but if the engine can hold
>it's revs that should improve things quite a bit.
>
>
>jg
>
>thanks for all your responses!
>
>
>
>  
>
I crossed Lake Michigan in a stock Skyhawk with 3 people on the way to 
OSH I crossed at 13,999 ft and the climb / descent was from shore to 
shore.

-dave

RES: KR> Foam filled tanks.

[Dave Arbogast, CISSP]

Bom dia, Ronei Machado!

Algumas das suas palavras não traduziriam. Você pode usar por favor o 
inglês para aqueles de nós que não podemos resim o português? Também, a 
mensagem original foi uma pergunta sobre a espuma dentro do tanque para 
prevenir lascar. Pode ser usado em tanques de qualquer material 
inclusive o Alumínio.

Agradeça-lhe! Vôo feliz
-dave

mastersystem wrote:

>Bom dia, Claudio!
>
>Achei interessante este comentário sobre o tanque, que não sabia sobre
>este detalhe do álcool, que age sobre o epóxi.
>Eu estou construindo em Goiânia-Go um Kr2S, tenho já pronto toda
>estrutura do boat(falta juntá-la) e das longarinas das asas, estou
>finalizando as dobradiças das superfícies de comando, e estou em duvida
>sobre o tanque, onde colocá-lo, pois não gosto da idéia de ter sobre
>meus pés alguns galões de gasolina. Onde vc está construindo o seu? E
>que tipo de tanque  vc está usando? Esta liga resiste bem aos 25% de
>álcool na gasolina?
>
>Atenciosamente,
>
>Ronei Machado
>
>-Mensagem original-
>De: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] Em nome
>de Cláudio Holanda
>Enviada em: terça-feira, 5 de junho de 2007 07:33
>Para: KRnet
>Assunto: Re: KR> Foam filled tanks.
>
>
>Dear Friends:
>
>Here, in Brasil, we preferfuel tanks made with aluminum (best alloy
>is 
>5052 -  used for boats) . But why?
>Many guys here  are using autogas  and our gasoline has up to 25% of 
>alcohol.
>
>Not immediately, but in a few months the alcohol  reacts with the resin 
>(epoxi), so we have a kind of  "gum" that, very often, obstructs the
>carburetor.
>
>Regards for all,
>
>Claudio Holanda
>Brasil
>- Original Message - 
>From: "Darren Crompton" 
>To: "KRnet" 
>Sent: Tuesday, June 05, 2007 4:20 AM
>Subject: Re: KR> Foam filled tanks.
>
>
>  
>
>>JG
>>
>>Here in Australia we have a saying that goes "RTFQ"
>>If you read the question, you will see that nowhere did I mention 
>>about building the fuel tanks out of fiberglass.  Maybe I need to be a
>>
>>
>
>  
>
>>little more clear for you, but the foam I am referring to is made 
>>specifically for that
>>application.  See  http://www.atlltd.com/bafflefoam.htm .  I know
>>
>>
>there 
>  
>
>>are
>>KRs out there that use similar eg. http://krnet.org/krs/wc/
>>
>>>From what I have seen the majority of KRs built use fuel tanks 
>>
>>
>>>constructed
>>>  
>>>
>>with fiberglass anyway which unfortunately places you in the minority,
>>much
>>like climbing any aircraft above 10,000 feet.
>>
>>
>>
>>
>>On 6/5/07, John  wrote:
>>
>>
>>>
>>>
>>>ok,
>>>
>>>I have to mention something here.  Please anybody
>>>chime in if you have better experiences..
>>>
>>>I used to build glass and wood boats.  I built
>>>more than a few fiberglass fuel tanks.
>>>
>>>Just building a hollow tank and having no debris
>>>in the fuel coming out is a big challenge.  It generally took three 
>>>or four disposable fuel filters and as many tanks of fuel run through
>>>  
>>>
>
>  
>
>>>to get most of the garbage out.  Fortunately in the boat it did
>>>not matter if the engine quit with a plugged
>>>filter on a hot calm summer day on the lake.
>>>
>>>Having it quit on the upwind in your airplane
>>>is a different story.
>>>
>>>Now someone is suggesting filling the thing with FOAM?!?
>>>How much free foam will it take to block the fuel filter?
>>>
>>>I know others here do, Ask them for their experiences.
>>>I would never even use a fiberglass tank in an airplane, much less 
>>>one with anything inside that could break off and plug the system.
>>>
>>>Give me a nice, clean aluminum tank, pickled in fuel.
>>>
>>>jg
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>On Tue, 2007-06-05 at 11:04 +1000, Darren Crompton wrote:
>>>  
>>>
If using foam in the fuel tanks to reduce "sloshing", are you able 
to
do
away with building in baffles and how much does the foam reduce


>tank
>  
>
capacity by?

Cheers



>>>___
>>>Search the KRnet Archives at 
>>>http://www.maddyhome.com/krsrch/index.jsp
>>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>>Post photos, introductions, and For Sale items to
>>>http://www.kr2forum.com/phpBB2/index.php
>>>please see other KRnet info at http://www.krnet.org/info.html
>>>
>>>  
>>>
>>
>>--
>>Darren Crompton
>>AUSTRALIA
>>
>>My web site: www.kr-2s.com ___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to 
>>http://www.kr2forum.com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>>
>>-- 
>>No virus found in this incoming message.
>>Checked by AVG Free Edition.
>>Version: 7.5.472 / Virus Database: 269.8.9/832 - Release Date:
>>
>>

KR> Carbon fibre cloth

[Dave Arbogast, CISSP]

Hi Darren - Let us know how it works - I am interested in doing the same 
to save a little weight and increase strength.

-dave

Darren Crompton wrote:

>Does anyone know which weight and weave carbon fibre cloth is considered
>best for the KR airfoil surfaces?
>
>Cheers
>  
>

KR> email addresses

[Dave Arbogast, CISSP]

Robin Macdonald wrote:

>To Mark Jones & Dan Freeman,
>
>I have been trying to get hold of you but had emails returned. So I contacted 
>my provider, & they said that your provider will not acept any emails from my 
>provider as they think is is spam & reject it. You both use the same provider 
>( rr.com ) I'll see if I can contact through someone else. 
>
>KRnet sorry to stuff you around but I thought others may have had the same 
>problem & not sure why.   
>
>Geeez the wonders of modern science & the morons that create spam etc. 
>
>Thanks 
>
>
>Robin.
>
>r.macdon...@clear.net.nz 
>
Unfortualately, I live a few miles from one of the King of SPAM jerks, 
Alan Ralsky  -
http://www.detnews.com/2005/technology/0510/16/B01-349738.htm

Here's his addresses: 
http://www.matthewgifford.com/2002/12/07/SpammingTheSpammer

-dave

KR> help with aileron linkage

[Dave Arbogast, CISSP]

Go you fly in the rain?  Does all that exposed wood get sealed ?

-dave

John wrote:

>
>No binding, it seems smooth and solid.
>It seems to me that the hinge pin ought to 
>be parallel to the rear spar.
>
>Could this have happened if the builder had
>temporarily over tightened the cables?
>
>jg
>
>
>
>
>
>
>
>On Fri, 2007-05-25 at 05:22 -0400, Dan Heath wrote:
>  
>
>>Yes, it certainly could have been better built.  It is crooked, how does it
>>operate?  Does it bind?  The thing that I would be concerned about would be
>>wear, and then an issue could arise.  Re-building it would be a good thing
>>to do, and is not difficult, since you have to repair that part of the wing
>>anyway. 
>> 
>>See N64KR at http://KRBuilder.org - Then click on the pics 
>>See you at the 2007 - KR Gathering
>>There is a time for building and a time for FLYING and the time for Flying
>>has begun.
>>Daniel R. Heath - Lexington, SC
>>---Original Message---
>> 
>>From: John
>>Date: 05/24/07 22:41:39
>>To: kr...@mylist.net
>>Subject: KR> help with aileron linkage
>> 
>>I just bought this KR2, and have a question,
>> 
>>Please look at :
>> 
>>http://67.183.105.62/index.html
>> 
>>Is there anything wrong here?  I did NOT
>>build this, but it looks crooked to me.
>> 
>>Any ideas?
>> 
>>thanks
>> 
>>Johng
>> 
>>
>>
>>
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to http://www.kr2forum
>>com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>> 
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to 
>>http://www.kr2forum.com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>
>
>___
>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>Post photos, introductions, and For Sale items to 
>http://www.kr2forum.com/phpBB2/index.php
>please see other KRnet info at http://www.krnet.org/info.html
>  
>

KR> Glue Joints not holding

[Dave Arbogast, CISSP]

I would add to that - most postage scales I've used are in half ounce 
increments = 14.17 grams.  not nearly accurate enough for me.  I use 
a triple beam balance scale like the drug dealers use in the movies. 
More accurate than I need, but simple.

-dave

Darren Crompton wrote:

>I have been mixing my T-88 by weight using a ratio of 13 : 1.  That is 13
>grams of epoxy and 11 grams of hardener, which is so close to the 100 : 83
>ratio that is not funny.
>
>3 : 1 may work with your 7 year old's matchstick castle project but on your
>aircraft..forget it!!
>
>
>
>On 5/10/07, Brian Kraut  wrote:
>  
>
>>Per the T-88 technical data sheet the ratio is equal parts by volume or
>>100
>>parts resin (Part A) to 83 parts hardner (Part B) by weight.  I keep 100
>>and
>>83 written on my bottles with a Sharpie so I can find the ratio when I
>>need
>>it.  I always mix by weight.
>>
>>The data sheet is pretty good and can be downloaded on the Ssytem Three
>>Web
>>site at http://www.systemthree.com/index_2.asp.  Click on register near
>>the
>>top right then log in and click on the technical data sheets.
>>
>>Brian Kraut
>>Engineering Alternatives, Inc.
>>www.engalt.com
>>
>>-Original Message-
>>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
>>Behalf Of Myron (Dan) Freeman
>>Sent: Wednesday, May 09, 2007 7:10 PM
>>To: KRnet
>>Subject: Re: KR> Glue Joints not holding
>>
>>
>>Hi Nick;
>>
>>
>>
>>>I have 2 kits of T-88 from ACS, and both say 50-50 mixis that really
>>>  
>>>
>>incorrect?
>>
>>No Nick, that statement is correct but it reads "mix equal parts buy
>>volume"
>>on the bottle however on the Wicks site it says "Mix ratio: 100 to 83 by
>>weight" but doesn't say which is which, or "1 to 1 by volume". Aircraft
>>Spruce doesn't give any mixing instructions but does say it will cure down
>>to 35f degrees but the bottle says "for best results use at 50f degrees or
>>above". The system three web site says "mix 1:1 by volume and it also says
>>it will cure down to 35f degrees. I have never had a problem or a doubt
>>about T-88 mixed 50/50 by volume but I do have a heated construction area.
>>
>>Regards
>>Myron (Dan) Freeman
>>Indpls, Ind. 46203 USA. Home of the
>>2007 World Champion Indpls, Colt's
>>mfreem...@indy.rr.com
>>Posted - Wednesday, 05/09/07 7:10 pm
>>
>>
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to
>>http://www.kr2forum.com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>>
>>
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to
>>http://www.kr2forum.com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>>
>
>
>
>  
>

KR> floats for a Kr-2

[Dave Arbogast, CISSP]

I would not discount this idea - remember the Gooney bird was on floats 
at some point ? Now that's a BIG low winged plane on floats very high 
above the water...

-dave

D Lively wrote:

>KR-netters:
>
>On the subject of low-wing float planes, it seems tome I have seen a few of 
>the Piper "Spam-Cans" fitted with floats but most that I have seen are 
>mid-wing craft or high wing Cessna types.  It probably could be done but I 
>would worry about the wood parts of the KR as well as the light weight of  the 
>air-frame.  I think plenty of power can be had but long gone would be the 150 
>mph plus cruise and without an engine a KR would surely float any way, maybe 
>even with one if you could "Ditch" one w/o tearing it apart>
>
>Don
>
>
>
>- Original Message - 
>From: "J L" 
>To: "KRnet" 
>Sent: Saturday, May 05, 2007 6:36 PM
>Subject: Re: KR> floats for a Kr-2
>
>
>  
>
>>That thing is a cartwheel waiting to happen!
>>
>>Jeff
>>
>>
>>
>>>This is how good a low winged float plane can look.
>>>
>>>http://www.beriev-usa.com/main/photos.html
>>>  
>>>
>>___
>>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>>Post photos, introductions, and For Sale items to 
>>http://www.kr2forum.com/phpBB2/index.php
>>please see other KRnet info at http://www.krnet.org/info.html
>>
>>
>>
>___
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>  
>

KR> pic of plane crash

[Dave Arbogast, CISSP]

I'd like any info / pics on this too...

-dave

Lee Van Dyke wrote:

>Netters,
>
>I believe it was last spring I recall looking at photos of a KR2 that flipped 
>over.  The nose gear collapsed and the plane flipped over, the pilot was OK, 
>just some tail and canopy damage.  I thank it was in WA
>
>E-mail off line
>
>Lee Van Dyke 
>___
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>http://www.kr2forum.com/phpBB2/index.php
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>  
>

KR> Re: canopy bulkhead shape

[Dave Arbogast, CISSP]

Maybe it was just a hurry to get the planes manufactured, but there are 
a number of WWII fighters with squared off canopies.

-dave

Phil Matheson wrote:

>Does anybody think I will be able to sort of square off the KR canopy
>--
>
>stev.
>I have a Todd's canopy, and was doing to square off the back of my canopy, 
>But like you was not sure at the time. But if I was to do it again, YES I 
>would flatten the top rear and then glass in a rear frame.
>
>Phil Matheson
>SAAA Ch. 20
>VH-PKR
>Australia
>
>EMAIL:   phillipmathe...@bigpond.com
>KR Web Page: www.philskr2.50megs.com
>http://www.vw-engines.com/ 
>
>
>___
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>  
>

KR> KR fuel tanks

[Dave Arbogast, CISSP]

I've thought they would be a good idea. Has anyone ever added them ?

-dave

Mick Myal wrote:

>Any KR builders  interested in Cessna 310 type tip tanks?
>Mick Myal
>m...@dcn2.net
>
>
>___
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>  
>

KR> Flight instruments

[Dave Arbogast, CISSP]

Benjamin Smith wrote:

>On Friday 23 March 2007, Benjamin Smith wrote:
>  
>
>>Is there any particular reason NOT to get a hand-held? (other than the 
>>
>>
>price) 
>  
>
>>I bought one of the Sporty's with Com and Nav, frequency scanning, etc. for 
>>$279. Although I don't fly sport yet, I won't fly without it, and have done 
>>numerous tests in a rented Cessna with good results. It's nice having a VOR 
>>just in case... 
>>
>>
>
>On a side note, the radio failed in the rented Cessna 172 I was in while 
>flying Sunday over ClearLake, CA. 
>
>The handheld came in quite handy!
>
>-Ben 
>  
>
Last OSH I was crossing Lake Michigan at 13,500 just before dusk in a 
rented 172. I had 2 passengers and wasn't current for night ops, so we 
landed at one of the lake shore airports to wait the hour after sunset 
for me to make my T's. While I was in the pattern for my 2nd solo 
landing, the P.C.L cycled off. The COM in the plane failed so I didn't 
have runway lights. If it wasn't for the hand held, I would have had to 
leave my 8 year old son and my work colleague there for a while.

Always having an HT is a good idea. He had just purchased the Sporty's 
HT for this, our first flight into the OSH circus.


-dave

KR> moto-glider

[Dave Arbogast, CISSP]

Has anyone made _long_ wings like the glider version of the Europa ?

-dave

KR> moto-glider

[Dave Arbogast, CISSP]

Looks intersting, but what's the price ? I down-loaded their "price 
sheet" with lots of empty space, but it wasn't clear

-dave

Barry Kruyssen wrote:

>Look at the Whisper Motot Glider at http://www.whisperaircraft.com/ for an
>economical kit glider. I would have bought one except for one small detail,
>experimental aircraft cannot be used for training or taking paying
>passengers, and I want to do both so I bought an IS28M2 motor glider.
>
>Regards
>Regards
>
>Barry Kruyssen
>k...@bigpond.com
>http://www.users.bigpond.com/kr2/kr2.htm
>
>
>
>-Original Message-
>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
>Of Dennis Mingear
>Sent: Monday, 19 March 2007 11:43 PM
>To: KRnet
>Subject: Re: KR> moto-glider
>
>The KR-1B uses longer wings but they cannot be used on a two place KR.
>   
>  The spar and wing attach fittings would have to be redesigned.
>   
>  I've done a lot of thinking about a "Xenos" type clone based on a KR-2S
>fuselage.
>   
>  It would be a lot of work, like a redesigned wing with glider like spar
>stubs that overlap and pin to a spar box in the fuselage and increasing the
>size (area) of the vertical stabilizer some.
>   
>  A Touring type of motorglider would be easiest to achieve by using a wing
>that's in the mid 30's, say 36 feet in span. If you left the horizontal stab
>alone, you would also probably need a new airfoil for the wing, one with a
>smaller pitching moment. The neat thing though is that once you were done
>and it was time to go soaring, you could simply adjust the L/D of your new
>motorglider with the throttle and you could have everything from a Duo
>Discus to a S 1-23 in performance.
>   
>  A wing like the Europa glider wing would mean a redesign of everything,
>may as well try and find a Europa kit and go at it, probably be easier, not
>that my "Touring Glider" concept would be "easy" to accomplish! lol!
>   
>  It certainly wouldn't be a KR anymore though!
>   
>  Denny ...
>
>
>___
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>  
>

KR> antennae tuning update

[Dave Arbogast, CISSP]

Yes, it will be interesting to see.  Just remember, it is possible your 
antena match was as close to perfect when you started as you can get 
but unless you test it you'll never know how bad it could be.  The Bird 
will show you.

-dave

AVLEC wrote:

>Guys,
>Today I spoke to an old radio technician (35 years experience) about tuning
>the antennae in the aircraft. He said that I would definately get false
>readings with the SWR meter that I have and that I shouldn't use it as it
>was designed for 29mghz. He also said that tunung it in my workshop with a
>corrugated iron roof won't help either. I have arranged to borrow a Bird
>Wattmeter from him so it should be plain sailing from here.
>So as it turns out, I was talking a load of dribble after all. Hey what do I
>know anyway!
>In my defence, I did try tuning it with my meter first and I managed to get
>the SWR below 1 on the lower freq and below 1.5 on the high freq. I don't
>know if I was imagining it but I could have sworn that the received audio
>was louder and clearer. I will compare the results with what the Bird tells
>me.
>Regards
>Dene Collett
>KR2SRT builder
>South africa
>Whisper assembler
>See: www.whisperaircraft.com
>mailto: av...@telkomsa.net
>
>
>___
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>  
>

KR> What is wrong with Rand Robinson???

[Dave Arbogast, CISSP]

RED Robinson wrote:

>Nick Brennan  wrote:  First off, I am not a normal 
>complainer, but this is getting REALLY 
>irritating now. This is kind of a vent, but I'm also looking for 
>information if possible.
>
>I sent out my order for the plans on February 3rd, priority mail, to a city 
>that is about 200 miles away from where I am right now. At the time, I 
>figured I was looking at about 2 weeks or so. 3 weeks later, I started 
>calling.
>
>I know, there is only one lady running the place, and it is not her full 
>time job. But she had to have been getting my messages. She finally 
>answered (I think it was a mistake) one day, and said "Oh yes, I have your 
>check in my hands right now, I'll get the plans in the mail TODAY, priority 
>mail."
>
>That was last Monday. It is now 11 days later. Priority mail does not take 
>that long.
>
>Am I getting scammed here? I know others have been receiving their plans, 
>but I feel like I'm being scammed. I don't know if I should go to small 
>claims court to get the money back or what, but suddenly, what was an 
>exciting journey towards building an airplane is beginning to feel like more 
>of a chore than it should have been.
>
>If it takes this long to get the plans in, what about something else I'm 
>going to need from them? She mentioned that some parts are only available 
>through Rand Robinson. Am I looking at a multiple month wait for a single 
>part that I have to have to continue?
>
>Very dejected, and a moment away from using my wood kit to build a bird 
>house,
>Nick Brennan
>nickdbren...@comcast.net
>
>
>___
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>
>
>
>have a great life 
>   
>   RED 
>
>  
>
Have a great life ? WTF ? OK, I'm rather new here, but is this typical 
of KR2 builders  ? Is this typical of the people who build them ? Sounds 
like it is typical of Rand Robinson..

Guys, I guess you're not worried about ever selling your plane due to 
the product liability issues because this type of behavior only hurts 
the "band" name  I worked for Mercedes a while back. They understand 
this. Ever notice how Mercedes here are ONLY loaded leather interior 
cars with only leather seats and automatics but in Europe you see the 
same car with a manual and no options ? Well, to the factory every car 
is specifically ordered. MB-USA ONLY orders fully loaded MB for here to 
keep the band name synonymous with luxury and quality

When we have experiences like this, Like RED's response, like Nick is 
having, it only reduces the value of our own plane / project. If that is 
what this community is about, maybe it is time to cut my losses and 
start a different project in the next tax bracket, in hopes it will at 
least have perceived value to when done.
-dave

KR> What is wrong with Rand Robinson???

[Dave Arbogast, CISSP]

Who?  Me or RED ?

-dave

oldbiker...@aol.com wrote:

>I think that is one fine idea for you to do.We dont need people like you on  
>this net!!!
>Ray  Lee KR2 9763
>** AOL now offers free 
>email to everyone.  Find out more about what's free from AOL at 
>http://www.aol.com.
>___
>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
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>http://www.kr2forum.com/phpBB2/index.php
>please see other KRnet info at http://www.krnet.org/info.html
>  
>

KR> What is wrong with Rand Robinson???

[Dave Arbogast, CISSP]

LOL   Well either tomorrow we'll hear from people who have a life 
and you're in the minority, or you reflect the group's sentiments and we 
don't belong here or driving the KR2...

-dave

oldbiker...@aol.com wrote:

>NOT RED
>** AOL now offers free 
>email to everyone.  Find out more about what's free from AOL at 
>http://www.aol.com.
>___
>Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
>to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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>  
>

KR> Rand Robinson is good people, bad business.

[Dave Arbogast, CISSP]

Thanks Dan, maybe Red and I totally mis-understood each other !  I was 
offering moral support to Dan because I thought his problems were 
valid.  Yes, when I met her and her daughter, I thought they were both 
good people. My plans came right away, but that was in the early 
1990's.  Well, actually there was a glitch - she sent me the KR2 plans 
and the supplement for the KR2-S came a few weeks later, but she warned 
me of that before I gave her money.
-dave

Dan Heath wrote:

>Nick, Dave, Red,
>
>We all know that RR sucks as a business, but she is really a fine person. 
>Probably the only business that you HAVE to do with her, if you want to
>build a KR, is to get the plans.
>
>I know that this is a shocker to new builders.  It is not something that you
>expect these days, but it is all that there is, IF you want to build a KR.
>
>Now and then, someone makes a comment that is a a little "out of line".  Hey
> I think that we all have from time to time.  Building an airplane from
>scratch is no cake walk and we all get frustrated at times.  But, the reward
>is great, and this is a great family of builders, full of knowledgeable,
>kind, and generous people. 
>
>Go build your airplane after you register for the Gathering.
> 
>See N64KR at http://KRBuilder.org - Then click on the pics 
>See you at the 2007 - KR Gathering
>There is a time for building and a time for FLYING and the time for Flying
>has begun.
>Daniel R. Heath - Lexington, SC
>___
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>  
>

KR> location of controls on main spar

[Dave Arbogast, CISSP]

Here's how mine it attached to the spar. The tail is to the left and the 
FW is to the right. WOW, I didn't realize the floor got wet there when I 
moved last month...

http://arb.net/dave/100_1798.JPG

-dave

Brad Ankerstar wrote:

>How about extending the elevator push-pull tube through the spar and 
>connecting the aileron tubes on that side.  Without the retract mechanism up 
>there, should be plenty of room.  Of course you have to come back through 
>the spar, or in the space between the wing and the stub to get to the 
>aileron crank.
>
>Brad Ankerstar
>KR2R N774A, Building
>ankerst...@earthlink.net 
>
>
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>  
>

KR> antennae tuning

[Dave Arbogast, CISSP]

Louis Staalberg wrote:

>Dene Collett wrote:
>
>  
>
>>My question was whether the  SWR meter that I have used on CB freq was
>>able to do airband freq as I was always under the  impression that it 
>>didn't care
>>what freq passed through it.
>>
>>
>
>SWR meters *do* care about the freq. The Bird Watt meter has many 
>inserts
>for different frequency ranges.If your SWR meter is a commercially 
>available
>meter it should specify the frequency range.
>
>They also have a "sensitivity" in other words how low or how high a 
>power
>can be measured.
>
>If you are handy with electronics, you could fabricate a "field strenght 
>meter".
>A small box with, a small antenna, inside the box a tuned circuit to the
>frequency you are using, a diode rectifier and a capacitor and measure 
>the
>voltage across the capacitor with a sensitive voltmeter .
>Put the instrument away from your antenna, say 10 meters or so,
>as long as you get a deflection of the needle and simply tune for 
>maximum.
>Good luck.
>
>
>  
>
I agree completely with Louis I'm only a technical class amateur 
radio operator, but this basic principle was part of our study material.
-dave
KB8SSA

KR> antennae tuning

[Dave Arbogast, CISSP]

Wolfgang Decker wrote:

>Dene,
>
>you should be able to use your CB radio SWR meter for VHF as well. These
>things work by coupling a conductor parallel to the RF cable (they are not
>connected) and through a diode setup you switch the measurement between
>forward power and reflected power. The total amount of power that couples
>into the meter depends on frequency, but the coupling factor is the same for
>forward and reflected power, and since you only want to measure the ratio
>between the two it does not matter. It might be, though, that you are not
>able to tune to a full 100% in the forward setting, in which case you need
>to adjust the reading for the reflected power.
>
>If you want to measure the actual power going to the antenna, then you need
>to have a tuned meter, such as the Bird Wattmeter with a respective insert.
>
>Greetings from the still cold Western Pennsylvania,
>
>Wolfgang
>N1YM
>
>-Original Message-
>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
>Behalf Of AVLEC
>Sent: Monday, February 26, 2007 4:35 PM
>To: KRnet
>Subject: KR> antennae tuning
>
>
>Hi KR radio heads
>This one is for the radio literate. I have just installed an antennae into
>an aircraft made from coax only. I left the radiator and counterpoise too
>long on purpose so that I could tune it to length in the aircraft using a
>SWR meter and a handheld radio. Here is where my confusion starts.
>I have in the past built a number of antennae for CB radio and have tuned
>them with one of two SWR meters that I have and they worked fine.
>Today I spoke to a guy that has built a few airband antennae and he says
>that the SWR meters suitable for CB radio freq are not suitablr for
>airband?? As far as I know all a SWR meter is is a voltmeter so why should
>the freq make any difference? He also told me that a handheld radio does not
>put out enough power to be able to get reliable readings??? Sounds really
>obsurd to me.
>Comments from those in the know would be very much appreciated.
>
>Regards
>Dene Collett
>KR2SRT builder
>South africa
>Whisper assembler
>See: www.whisperaircraft.com
>mailto: av...@telkomsa.net
>
>  
>
Here's the details about the  - Bird Watt meter - Notice the different 
incerts for different ranges... and the further you get from the center 
of the range the less accurate the measurment will be.  
http://www.radiodan.com/Henry/misc/bird.htm

Frequency ranges:
A = 25-60 MHz
B = 50-125 MHz
C = 100-250 MHz
D = 200-500 MHz
E = 400-1000 MHz
H = 2-30 MHz.   
Examples: (full scale power)
25A = 25 watts 25-60 MHz
500C = 500 watts 100-250 MHz
2500H = 2500 watts 2-30 MHz


-dave
KB8SSA

KR> "fly-off" period after engine change

[Dave Arbogast, CISSP]

After reading one of John Yodice stories about someone the FAA and then 
NTSB put it to, if you change even a washer on your plane and you hold 
the A for the plane (builder) you are better off to bit the bullet and 
ask the FSDO if you need a new fly-off period and do it if who every 
answer the phone says to... you are protected then from future actions 
by the bureaucrats because you followed the bureaucrats directive.

-dave

eclarse...@aol.com wrote:

>Mark and Netters,
> The nutshell version he gave you sounds about right. Just swapping  out a 
>'vair for a 'vair shouldn't have much impact on the flight characteristics  
>you 
>established during your testing period.
> There are a few more chapters and verse that apply, depending if the  
>aircraft was repaired or altered by the holder of the Repairman Certificate. 
>The  
>whole search will take you from part 21 to 43 to 65.
> If you have a second hand aircraft that requires the condition  inspection 
>be conducted/signed off by at least the holder of an A  rating, then the 
>minor and major alterations would also require the same.
> 43.5 Approval for return to service after maintenance, preventive  
>maintenance, rebuilding, or alteration states "No person may approve for 
>return  to 
>service any aircraft, airframe, aircraft engine, propellor, or appliance that  
>has undergone maintenance, preventive maintenance, rebuilding, or alteration  
>unless-
> (a) The maintenance record entry required by 43.9 or 43.11, as  appropriate 
>has been made;
> (b) doesn't apply to expiremental
> (c) If a repair or alteration results in any change in the aircraft  
>operating limitations or flight data contained in the approved aircraft flight 
> 
>manual, those operating limitations or flight data are appropriately revised 
>and  
>set forth as prescribed in 91.9 of this chapter."
> The FSDO should have also referenced 21.19 as well, that may have  more 
>aptly covered the subject;
> "Each person who proposes to change a product (your plane) must apply  for a 
>new type certificate if the Administrator finds that the proposed change  in 
>design, power, thrust, or weight is so extensive that a substantially  
>complete investigation of compliance with the applicable regulations is  
>required."
> That one may be the key for the fellow that wanted to make lots of  changes 
>to the homebuilt he purchased and have it re-certified (new certificate  
>issued) allowing him to apply for the repairman certificate.
> The interesting thing about regulations is that they can be  used by you as 
>a tool if you can wade through and understand them,  because just as that 
>inspector had to try a find an answer, you could suggest  the proper sections 
>to 
>him and get things completed more quickly (he might  even learn his job a 
>little better)
> My two cents;
> Ed Larsen
> Larsen Airpark (43G)
>** AOL now offers free 
>email to everyone.  Find out more about what's free from AOL at 
>http://www.aol.com.
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>  
>

KR> Thrust Line issues

[Dave Arbogast, CISSP]

Funny, my instructor called them the "Trauma - hawk" because of the T 
tail being less responsive to prop wash when you need it the most - 
stall recovery.

Raising the trust-line I would think increases the loads on the upper 
half of the firewall. Maybe not enough to worry about, but I sure like 
the idea of more ground clearance for the prop.

-dave

Colin Rainey wrote:

>Don and netters
>Something else came to mind the other day when considering the effects of
>raised or lowered thrust line. During flight training to become CFI's we
>were always told that the reason the Piper Seminole was made with a high "T"
>tail as compared to its sister plane the Piper Seneca which had a
>traditional tail (and 2 more seats, but that is another story) is because
>the Seminole was really ear marked for the training market, and so Piper
>wanted the tail in "clean air". This was supposed to make it safer to flight
>train in. I am told that the same designer, later worked for Beech and
>designed the Duchess, which is why so much of the configuration resembles
>the Seminole.
>
>My point for this post is this: while in most cases planes are designed with
>the empennage "in the prop wash", some very successful designs are not.
>These planes seem to experience less pitch change due to the change in the
>amount of prop thrust over the elevator/stabilator, and the change is more a
>function of airspeed/airflow. If by raising the thrust line, one lessens the
>amount of prop wash over the elevator of a particular KR2 or S, that builder
>may find a nice softening of the effectiveness, without becoming dangerous.
>Then again it may favor one side only, causing good nose up authority, but
>lose some nose down authority.
>
>I would also think that if the builder then used a longer prop taking
>advantage of the greater ground clearance, he might not have any change in
>the behavior of the plane to speak of at all.
>
>Just some ideas for thought. I was once considering a PSRU or re-drive as
>some call them, for my 1915 cc VW original engine. Had I installed that, I
>would have been 4 to 5 inches higher. This may be an issue many builders
>have contemplated or evaluated.
>
>Colin Rainey
>brokerpi...@bellsouth.net
>
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>

KR> Raising the Thrust line 5 Inches

[Dave Arbogast, CISSP]

Hi Pete - are you flying yet ?  Got some photos ?

-dave

pe...@pwe.co.nz wrote:

>I am interested in this discussion, as I have raised my thrust line 5" above 
>plans to fit a Vernermotor, which has a built in PSRU. This motor is 80 HP, 
>weighs 135 lb, and turns a 72" prop at 2,300, and I am interested to hear if 
>any similar variations are flying, and if any adverse characteristics have 
>been experienced. Because of the lighter engine, I have moved the prop 
>flange 6" forward of plans, and I have added 4" in depth on top of the top 
>longeron from the header tank to the rear turtle deck, giving me good 
>headroom in the cockpit.
>I would like to hear of similar alterations that have been successful for a 
>larger prop diameter.
>Peter Wastney
>
>
>- Original Message - 
>From: "Martindale Family" 
>To: "KRnet" 
>Sent: Saturday, February 17, 2007 10:19 AM
>Subject: Re: KR> Raising the Thrust line 5 Inches
>
>
>
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>

KR> Thrust Line issues

[Dave Arbogast, CISSP]

You make me feel better !!  Kansas spam cans are what most of my time is 
in, 172 being the most. The Champ is as close to a KR2 as I have flown. 
The heel brakes took some getting used to on grass. The one Arrow I 
would not count since it is much larger.

-dave

Pete Klapp wrote:

>I learned to fly in a Tomahawk. Didn't realize landings were easy till I 
>began flying a 172 !!!
>
>Pete Klapp, KR-2S, Canton, OH
>
>
>From: "Dave Arbogast, CISSP" <k...@arb.net>
>Reply-To: KRnet <kr...@mylist.net>
>To: KRnet <kr...@mylist.net>
>Subject: Re: KR> Thrust Line issues
>Date: Tue, 20 Feb 2007 12:46:02 -0500
>
>Funny, my instructor called them the "Trauma - hawk" because of the T
>tail being less responsive to prop wash when you need it the most -
>stall recovery.
>
>
> >
> >___
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> >
> >
>
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>_
>Want a degree but can't afford to quit? Top school degrees online - in as 
>fast as 1 year 
>http://forms.nextag.com/goto.jsp?url=/serv/main/buyer/education.jsp?doSearch=n=y=education_text_links_88_h288c=4079=5116
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>

KR> filler on pink foam

[Dave Arbogast, CISSP]

If you are using Pink foam, it is probably polystyrene and Bondo being 
Polyester based will dissolve the Styrofoam. That is the pink foam sold 
at building supply shops. Or, do you have another type of pink foam ?
-dave

Fred Johnson wrote:

>Lightweight BONDO.
>
>Fred Johnson
>Reno, NV
>
>-Original Message-
>From: krnet-bounces+fred=renotruss@mylist.net
>[mailto:krnet-bounces+fred=renotruss@mylist.net] On Behalf Of J L
>Sent: Tuesday, February 20, 2007 11:38 AM
>To: KRnet
>Subject: KR> filler on pink foam
>
>I have been working on my new wingtips and was curious to know what to
>use as a filler on pink foam. I have made a pink foam plug and will be
>laying glass up over the plug. I have been using lightweight
>spackeling compound on pink foam since my RC days but is there
>something that sets up quicker and will not eat the foam?
>
>Jeff
>
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>
>
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>

KR> filler on pink foam

[Dave Arbogast, CISSP]

OK, polystyrene. It will dissolve from gasoline, bondo, and most 
solvents. You can use it in places where you can be sure it will not be 
exposed to gas, and as Bob says, where it will not have loads, maybe the 
turtle deck if you must ?  You can skin it with epoxy and micro bubble 
if you want to use it.

-dave

bearlk...@aol.com wrote:

>Home depot pink foam distorts at 150 degrees. It is not a recommended  
>substrate for aircraft use. I tested it and tossed out a lot of hard work.
>Bob Polgreen 
>Nowthen MN
>** Check out free AOL at 
>http://free.aol.com/thenewaol/index.adp.  Most comprehensive set of free 
>safety and security tools, millions of free high-quality videos from across 
>the 
>web, free AOL Mail and much more.
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>  
>

KR> Question about airworthy certificate

[Dave Arbogast, CISSP]

I think it was detail by John Yodice, chief counsol AOPA, in their 
magazine a few years back... 
-dave

Mark Langford wrote:

>Ed Larsen wrote:
>
>  
>
>>Don't forget to notify the insurance company of the upgrades and return to
>>phase 1 testing either, if something does go afoul they won't cover you 
>>for the
>>mishap.
>>
>>
>
>I heard the story of the guy swapping carburetors and having his insurance 
>voided (even though he eventually swapped it back), but I wonder how far 
>this goes.  Does it mean you're supposed to call the FSDO and do 5 hours 
>after an engine rebuild, or after an engine swapout for a similar engine? 
>Last time I did this I think the consensus was it was a logbook entry and 
>then five hours of flyoff time.  Or is this a question for the FSDO?
>
>Mark Langford, Huntsville, Alabama
>see KR2S project N56ML at http://home.hiwaay.net/~langford
>email to N56ML "at" hiwaay.net
>
>
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KR> Cold Weather Flying

[Dave Arbogast, CISSP]

I thought that was part of the reason for wood spars. The lanairs are 
all plastic and they fly in the flight levels where it is always very 
cold. I've never hear of them shedding a wing. If cold is a concern, 
maybe our skins should be carbon ?

-dave

Mark Jones wrote:

>How many of you fly in temps below freezing? I am again having withdrawal 
>symptoms from not flying my KR. My last flight was January 7th due to the fact 
>it has been below freezing here every day since then except for one day and I 
>had to work that day. Our forecast says we will not get above 28° for the next 
>15 days. And they are saying our high this coming Tuesday will only be -1°. 
>Now that's cold. Anyway, we have had a lot of blue skies but plastic gets 
>brittle at those temps so I have opted to stay on the ground. I need to 
>fly!!
>
>Mark Jones (N886MJ)
>Wales, WI
>My Web site: http://www.flykr2s.com/
>Mailto:flyk...@wi.rr.com
> 
>
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>

KR> Yokes -vs- Sticks/ brakes

[Dave Arbogast, CISSP]

We should remember why yokes were invented in the first place - the 
stick is the "original" design because it was simple ( I.E. less weight 
and less parts to fail) and easy to use... the yoke was invented out of 
necessity because planes got bigger and the mechanical advantage of the 
stick had to be increased for the ailerons. We don't have that problem 
so why would be want to carry the extra weight and complexity ?

-dave

Larry Flesner wrote:

>At 09:58 PM 1/22/2007, you wrote:
>
>  
>
>>I saw a pic of a KR2 with a yoke (forgot where) and...  well, it 
>>just didn't look natural.
>>Ken
>>
>>
>
>
>I saw a KR at Rough River, Ky., in 1990 and you're right, it didn't
>look right.  It would complicate the installation of controls and
>make it harder to exit / enter.  After 15 minutes flying with a
>stick it will be a non-issue.  I wanted to fly with my right hand
>on the stick so I mounted the throttle on the left sidewall and
>mounted all operating switches on the left side of the panel.
>I like it that way.
>
>As for brakes, disk are really the only way to go.  Cable vs. hydraulic?
>I can't imagine that cable would be as easy to install as hydraulic
>when you consider trying to run cables with pulleys from the rudder
>peddles to the wheels with no binding, etc.  You could actuate both
>brakes with a single actuator but then what's the point of a steerable-full
>swivel tail wheel, which I wouldn't be without.  My Cleveland 500X5
>brakes hold my KR with a full throttle run up.
>
>My rudder peddles are mounted to the upper firewall box with the
>master cylinders attached to the peddle tubes only (no funny
>geometry) , hydraulic disk Clevelands, and a steerable-full swivel
>tailwheel.  I wouldn't change a thing.
>
>Decide what setup YOU want and then build to that configuration.
>
>Larry Flesner
>
>
>
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>  
>

KR> Yokes -vs- Sticks/ brakes

[Dave Arbogast, CISSP]

Funny, I have been searching the web since I got Red's message, but I 
can't find a history of why the Yoke I thought Peter Garrison wrote 
about the yoke some years back, and the mechanical advantage for the 
ailerons was described over a stick. It seems to me 14" yoke would have 
over 20" of effective travel because of the chain turning on the 
sprocket, VS a stick's travel between your legs.

:-)  The first time I flew a Champ I understood how natural the stick was..

-dave

Fred Johnson wrote:

>Well here's my two cents worth. When I was a student I kept trying to
>"steer" the airplane with the yoke because the old brain to couldn't put
>the feet and hand coordination thing together yet. But as soon as I was
>put behind the stick of a Pazmany PL2 a friend of mind had, well the
>feet and head and hands all came together. It was a much more natural
>feeling and I never once tried to steer the airplane with my hands.
>
>Fred Johnson
>Reno, NV
>
>-Original Message-
>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
>Behalf Of Red 'Unpublished'
>Sent: Tuesday, January 23, 2007 11:29 AM
>To: KRnet
>Subject: Re: KR> Yokes -vs- Sticks/ brakes
>
>Not trying to be argumentative...but I was always told that people were
>used to a steering wheel in front of them.  The yoke was substituted to
>make passengers and some pilots more comfortable.
>
>"Dave Arbogast, CISSP" <k...@arb.net> wrote:  We should remember why
>yokes were invented in the first place - the 
>stick is the "original" design because it was simple ( I.E. less weight 
>and less parts to fail) and easy to use... the yoke was invented out of 
>necessity because planes got bigger and the mechanical advantage of the 
>stick had to be increased for the ailerons. We don't have that problem 
>so why would be want to carry the extra weight and complexity ?
>
>-dave
>
>Larry Flesner wrote:
>
>
>
>
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>  
>

KR> Hydraulic brakes, Plastic lines Vs Metal Lines

[Dave Arbogast, CISSP]

I will only use steel lines, 3/16 should be fine. Why using anything 
that may cause problems. Steel has stood the test of time. In point of 
fact, on anything that goes down the street, it is criminal to use 
anything but double flared steel lines !!  ( i.e. no plastic, aluminum, 
copped, etc.)  I'm sure you could find some outfit with an engineering 
study to show their super pooper titanium lines are better than steel.

-dave

Larry H. wrote:

>Personally, I prefer aluminum tubing brake lines, or steel. Steel brake lines 
>are very light weight and can usually be found at some auto supply stores and 
>for sure at companies that make custom hydraulic hose lines. Lots of steel 
>hydraulic lines are used on tractors and many different kinds of dirt working 
>machinery. I guess anything can break eventually but after being involved in 
>building Variezes, LongEzes and Defiant, monitoring the ezes for almost 30 
>years, there has been many torn up eze types from a melted, cracked, come 
>loose from fittings, and or broken aged plastic lines. After all of the 
>problems I have heard about the plastic lines including aging and needing to 
>be replaced at some point there is no way I would ever use any plastic lines 
>for something as important as my brakes. I like doing something one time 
>without thinking that I will have to replace sometime in the future. With 
>plastic you will eventully have to replace if you keep your airplane long
> enough.The Ezes rely upon braking for steering and is critical to staying on 
> the runway. Lose one of your lines due to one of the reasons listed above and 
> you are in a mess which many in the past have been. I am not saying that 
> using plastic lines is a major problem but it has been a problem.
>The Vans aircraft use aluminum brake lines or they used to when I helped my 
>neighbor build his RV6A many years ago. I don't think I have ever heard of a 
>RV breaking a brake line and they rely upon differential braking for steering 
>as well.
>Plastic lines are easy to install but so are metal lines.
>Larry H.
>
>
>
>
>
>Wait a minute.  I don't think that makes any sense!  What you meant was that 
>plastic was the problem, I suspect, not that it was too big.  Mine are 
>3/16", and work fine except for full throttle, which is certainly good 
>enough to stand it on it's nose at any given time.  I'm not sure where I got 
>the 3/16" sizing from, but it was somewhere from way back in past history. 
>One thing I'll do differently on the next plane is install a plastic conduit 
>that will allow easy brake line replacement, rather than clamping and 
>floxing the tubing directly to the spar!
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>

KR> almost there

[Dave Arbogast, CISSP]

Doesn't flying outside the US require 12" letters ? Like Canada or other 
nations south of here ? I plan on 12" for that reason.

-dave

Dan Heath wrote:

>Why are you using 12" letters?  
> 
>See N64KR at http://KRBuilder.org - Then click on the pics 
>See you at the 2007 - KR Gathering
>There is a time for building and a time for FLYING and the time for Flying
>has begun.
>Daniel R. Heath - Lexington, SC
>---Original Message---
> 
>All that is left is to put 12" numbers on the sides
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>

KR> Peel Ply facts

[Dave Arbogast, CISSP]

jscott.pi...@juno.com wrote:

> 
>On Tue, 16 Jan 2007 17:09:54 -0600 Larry Flesner
> writes:
>  
>
>>At 03:39 PM 1/16/2007, you wrote:
>>
>>
>>>But I thought peel ply left a skin of silicone on the epoxy I
>>>thought you had to remove that before you laid another layer on??
>>>Fred Johnson
>>>  
>>>
>>+
>>
>>I've not heard of that before.  Most of my use of peel ply was on 
>>the
>>top or finish coat and only had finishing materials applied.  No
>>problems that I've observed.  I'm sure I used peel ply and then
>>later applied epoxy / glass over that area after removing the peel
>>ply but again, I've not observed any problems.  Several areas on
>>my KR are over 10 years old since construction and with 270 now
>>on the KR I've just not seen a problem.
>>
>>Larry Flesner
>>
>>
>
>There is a type of peel ply that is typically only used with synthetic
>pre-pregs that has a silicone release agent sprayed on it.  If you use
>that particular type of peel ply, you need to clean the glass before
>attempting to bond to it.  Having said that, you would only have that
>type of peel ply if you went out of your way to order it from a
>composites supply house.  You won't be buying it through Wicks or Spruce
>and it's not cheap.  
>
>Most peel ply is plain old dacron fabric just like you would use to cover
>a fabric airplane and has NO release agents.  It works well with wet
>layups leaving the surface ready for sanding or bonding.  Check the part
>numbers in the Aircraft Spruce catalog.  Their peel ply has the same part
>number as their light weight uncertified dacron cloth.
>
>Jeff Scott
>
>  
>
I saw the head manufacturing guy at Columbia Aircraft talk about quality 
controls at the plant. He said due to the drastic failures silicone can 
cause for composite bonding, there is not a single can of silicone in 
the plant...
-dave

KR> RE: rudder size

[Dave Arbogast, CISSP]

Hi Jeff, did you balance the new rudder ? It appears most people don't 
balance their moving surfaces..
-dave

Jeff Scott wrote:

>I will respectfully disagree with Colin's experience.  With over 600
>hours flying my KR out of a high altitude airport(KLAM 7172')with gusty
>unstable crosswinds, one of the mods I did to my KR in 2005 was to
>increase cord of the rudder by roughly 3".  The additional rudder size
>makes the airplane handle the gusty crosswinds better on takeoff and
>landing without adding any "twitchiness" to the rudder.  I didn't post
>any photos of the rudder changes to my web page since for some reason,
>I failed to take any pictures of it.  However, I have 500 hours flying
>my KR with the small rudder and 110 hours with the new rudder.  I sure
>wouldn't switch back.
>
>One caveate here.  My KR is a stretched KR that was stretched before
>there were any -2S plans.  Consequently, it had a 14" stretch in the
>aft fuselage, but the smaller KR-2 tail feathers before I cut them off
>and built a new tail.
>
>>From the analysis I posted after the first 5 hours of flying the
>modifided plane:
>Rudder:
>In my opinion, the larger rudder has also enhanced the controlability
>of the plane. Between the larger rudder and the drag generated by the
>flaps, crosswind landings have changed from a real wrestling match to a
>non-event.
>
>Jeff Scott
>N1213W
>Los Alamos, NM
>
>http://www.vla.com/jscott/kr/2005mods.html
>
>-
>-- "Fred Johnson"  wrote:
>Can anyone tell me if they feel the rudder size is adequate on the KR,
>especially in a heavy crosswind?
>
>Unless I miscalculated (probably have) it doesn't seem to have enough
>area.
>
>Fred Johnson
>Reno, NV
>
>
>
>
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>

KR> Hydraulic brakes

[Dave Arbogast, CISSP]

The only tail dragger I've flown with drum brakes was a B-17 and they 
were not about to let me do any ground ops because, among other reasons, 
the brakes are not that reliable. I got a set of disk brakes from an 
Aerocoupe. Just a little bigger than our plane needs, but they fit just 
fine.

-dave

Colin Rainey wrote:

>Yes, I had the R/R drum brakes at first but I never used them.
>Myron (Dan) Freeman
>I am unsure what you are building, I would be very nervous about having
>hydraulic disk brakes on a tail dragger.
>Pete Diffey
>
>Gentlemen,
>One reason to NOT use drum brakes is that they are OLD TECHNOLOGY! Drums
>react much slower than discs; they wear faster, warp when heated, lock up at
>unexpected times, which is why you got scared Pete; and are much harder to
>get quality parts for. My Cleveland brakes are the exact same as what is on
>the Cessna 152 from the factory and work flawlessly, as has EVERY aircraft
>that I have flown in the last 5 years. NONE of them use drum brakes! Period!
>Not meant as a slam Pete, just please do not send someone down a road that
>was abandoned a LONG time ago for a good reason. Hydraulic brake technology
>is so good now, you will find examples on everything from 4 runners to 4
>wheel drives to family cars with 4 wheel disc brakes. Heck even go-carts now
>have disc brakes, though some may be mechanical versions.
>
>The key to good brakes is first a QUALITY system. Next is to maintain them
>well. Do this and you will have brakes that can be used while taxiing,
>landing (gently applied), and parking.
>
>Colin Rainey
>N96TA Taildragger
>
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>
>
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>

KR> question about glassing

[Dave Arbogast, CISSP]

Larry Flesner wrote:

>>Ok i have replaced a couple foam blocks in one of the wings and have put on1
>>layer of glass!!!do i wait for it to dry before i put on a second layer
>>on!!! and also when i put on the peelply do i put epoxy on the top of it
>>and squeegy it off like the glass!!! seems like the peelply would be hard to
>>get off!!! i really dont under stand that part of it!!! thanx Randy
>>
>>
>
>
> From you post I'm assuming you're using epoxy resin.  If so, it really
>doesn't matter that much.  I'm sure your first layer is cured by now
>so remove any peel ply, if applied, and lay up the next or final layers
>and then cover with peel ply if you want.  The peel ply is simply laid
>on top of the wet glass and "dry brushed" until it takes on a wet
>appearance.  That is the peel ply soaking up the resin from the
>glass and will help to give a finish that requires much less fill and
>sanding.  When the epoxy is cured you simply grasp the peel ply
>at one edge and peel it off.  Wait for the epoxy to totally cure before
>removing the peel ply or you will mess up the glass.  For multiple
>layers of glass the general procedure is to apply all layers of glass
>in a single application, one layer at a time of course, making sure
>that each layer is totally wetted out before the next layer is applied.
>
>With epoxy I don't see a need to do a lot of sanding between layers.
>Just sand down any bumps, prickly edges, and the like.  I've never
>had a problem with the new lay up sticking to the cured layer of
>glass.  The surface is rough enough for the new epoxy / glass
>layer to adhere and you only finish the top layer anyway.  No need
>to sand each layer smooth.  If you do any sanding, don't sand
>though any layer of glass. It only weakens the lay up.  Do try to
>make each layer as flat as possible to eliminate any humps
>and bumps that will require fill and sand to finish.  In cases
>where I would add another layer of glass to an already cured
>layer that I had to sand a bit, my preferred method to clean the
>glass was just a real good vacuum to remove dust and not apply
>any chemical cleaners.  Use your best judgement.
>
>If you are using Vinyl ester resin, the whole thing changes and
>I really can't advise as I've never used it.  The Vinyl ester cures
>with a "wax" finish that must be removed before adding additional
>layers.  If that's the case, other will have to advise on the best
>procedure.  Good luck.
>
>Larry Flesner
>
>  
>
What's the current technology for epoxy we use ? My 7.5 gal supply is 
too old. What would be similar to the the hexcell from 14 years back ?

-dave

KR> Kr2 >> Kr2S mod...

[Dave Arbogast, CISSP]

I bought my KR2S plans in 93. At that time I came upon a partial project 
KR2 w/o plans. It was in the boat stage with the tail feathers complete 
and the forged mains that bolt to the main spar via an aluminum casting 
and internal bracing to the rear spar.

I build conventional rudder peddles with hydraulic toe breaks...  got 
married and divorced - she was not compatible with aviation ;-)

I wanted to add 14" so I removed the spars, and I was going to cut the 
longerons at about a 30 degree angle to add the length. It was to be 
between the front and rear spars, but build a new rear spar framing to 
keep it in the same position relative to the main spar. Any advice ? I 
was going to brace the joints with about 4 layers of bias...

-dave
N31DA