KR> KR performance numbers

[Ed Janssen]

Larry,

When I had my KR-1 (around 400# e.w.), I came pretty close to the takeoff 
and landing performance as advertised (1700 cc VW), but certainly not 
anywhere close to 180 mph cruise (125-135 cruise).

Ed Janssen

Along the same lines, I sure wish someone would fess
up and give the "REAL" performance numbers in advertising the KR
aircraft.  Takeoff in 350 feet, land in 650 feet, 180 mph cruise,
really?  Really.??? I've been to 25 of the last 26 KR
Gatherings and have yet to witness such awesome performance.

Larry Flesner

KR> KR performance numbers

[Ed Janssen]

Larry,

When I had my KR-1 (around 400# e.w.), I came pretty close to the takeoff 
and landing performance as advertised (1700 cc VW), but certainly not 
anywhere close to 180 mph cruise (125-135 cruise).

Ed Janssen

Along the same lines, I sure wish someone would fess
up and give the "REAL" performance numbers in advertising the KR
aircraft.  Takeoff in 350 feet, land in 650 feet, 180 mph cruise,
really?  Really.??? I've been to 25 of the last 26 KR
Gatherings and have yet to witness such awesome performance.

Larry Flesner

KR> Kr Bargain on Barnstormers

[Ed Janssen]

The paint scheme on the tip of the right wing in the picture matches that on 
the wing of a modified KR-1 built by Jerry Boggs.  It was powered by a 
GO-145 Lycoming and was first flown in June , 1979.  Although the fuselage 
hanging from the rafter is a different color (white?) it sure looks like the 
same one.  The plane was featured on pages 46-48 in Sport Aviation, 1980. 
Jerry called it a "Super KR-1"

Ed Janssen

-Original Message- 
From: Chris Prata via KRnet
Sent: Wednesday, February 11, 2015 12:58 AM
To: krnet at list.krnet.org
Subject: KR> Kr Bargain on Barnstormers

Saw this ad on Barnstormers today. I'm not ready to buy anything yet but 
someone here might be interested, looks like a good deal (possibly).





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KR> taxi testing

[Ed Janssen]

I did 9 hours of taxiing before flying my KR-1 for the first time.  I 
learned a lot about directional control while fast taxiing.  Wear light 
footwear - not hiking shoes.  Use very smooth and slow throttle (and rudder) 
adjustments.  For my first flight, I did the same thing as I did when fast 
taxiing.  In calm wind conditions, I eased the throttle in - just enough to 
get the tail up - then when everything felt stable, I gave it a tad bit more 
throttle and very slight back pressure on the stick and off we went.  I 
added full throttle just after leaving the ground.  My first landing was my 
best.  On final, I held 15-1800 rpm all the way to the numbers, then 
gradually came back on the throttle for a nice touchdown.

Ed J.

-Original Message- 
From: bjoenunley via KRnet
High speed taxi is the very important step of learning to fly your plane 
before you actually fly your plane

Joe Nunley

KR> Steve(s)

[Ed Janssen]

Steve's original KR-1 had at least three different owners that I know of 
after he sold it (I was the first one) before being destroyed by the last 
one.  Briefly, as I remember, he was fast taxiing, reportedly not realizing 
he was holding full aft stick, it suddenly leaped into the air to about 50 
feet, he then over-corrected and hit the runway.  I don't believe he was 
injured.  I think he was about as unfamiliar with the KR as anyone could be. 
He even told me that he believed it had a "Rotax" engine in it.  He reported 
that it was taken to another location off-airport by a friend, dismantled, 
and cut up - the pieces were "used in some other project" - who knows what. 
If you do an NTSB search, you may find a description of the incident - can't 
remember the year.  A couple of the attached pictures shows Steve 
demonstrating "level flight" to a potential buyer. The last two pictures are 
of the airplane when I owned it.

Ed Janssen


From: Flesner via KRnet

A quick check of the FAA registry indicates the airplane may still be
alive and well in Arkansas.   It's registration was just cancelled
recently.  If so it ought to go the  EAA  museum as one of the first
KR's, built in 1977.

Larry Flesner


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KR> 1992 Oshkosh KR1 photo 1 of 2

[Ed Janssen]

Another shot of Gene's KR-1.  I sat next to him at the KR dinner that year. 
We had a nice conversation.  What stuck with me is that he mentioned that he 
had a bad head cold at the time.

Ed Janssen


-Original Message- 
From: James Babcock via KRnet
Sent: Tuesday, January 27, 2015 9:20 PM
To: Chris Prata ; KRnet
Subject: Re: KR> 1992 Oshkosh KR1 photo 1 of 2

I am pretty sure that KR-1 belonged to a friend of mine, Eugene (Gene) Darst 
from Beaumont, TX. He died in it on the way back from Oshkosh in Aug 1993. 
NTSB No  CH193DEE04.
Cause was listed as elevator cable failure. Rumor had it that he had been 
awarded a trophy at Oshkosh which jammed the control cable because of the 
limited space for baggage. Personally, that made sense to me. He was a fine 
pilot and craftsman.


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KR> flaps v belly board

[Ed Janssen]

Huh?  I really can't be convinced of that.  The force of the air hitting the 
top of the gurney flap is a force downward on the back of the car - very 
little, if any, differential pressure is causing any significant downward 
force.  It's like saying that the shape of an airplane wing causes a "vacuum" 
of sorts on the upper surface, causing significant lift to make an airplane 
fly.  Sticking your hand out the window of a car while it's moving, and 
"flying" your hand in the wind is evidence of that.  The angle of incidence, 
relative to the wind, causes the wing to be pushed up from underneath.

Ed

Nerobro wrote,

You're putting a huge air dam under the plane.  This is essentially the
same as a gurney flap on the back of a stock car.  While the flap itself
isn't making downforce on the car, it's making the air under the wing, and
quite a distance out to either side of the flap pack up, and provide
greater differential pressure.

KR> Maneuvers

[Ed Janssen]

Netters,

For you relatively new KR fans:  Still on the web is Bill Reents's KR-1 
along with his many adventures and pictures of his and many other KR-1 
projects.  The home page has a picture of his plane in inverted flight.

Search for "Bill's KR Aviation Homepage"

Ed Janssen



Mike Ladigo wrote:

Pierre,  I'm usually on the sidelines reading these posts, however on this 
one I have first hand knowledge.  The KR does great aileron rolls.  I have 
also paused for a few seconds inverted and there were no adverse flight 
habits.  I wouldn't fly extended inverted as the airfoil is not symetrical 
and doesn't fly inverted all that well. 

KR> Post curing wings

[Ed Janssen]

Yes, there may be some builders out there that don't realize that T-88 can 
be softened (with careful use of a heat gun) just enough to gingerly pry a 
glue joint apart without damage to the wood.  Maybe someone knows the exact 
temperature that that occurs.  I  wonder if a darker painted KR, with a 
tightly closed canopy, parked out in the summer sun, could come close to 
reaching that temperature?

Ed

-Original Message- 
From: smwood
Sent: Thursday, October 31, 2013 6:49 PM
To: krnet at list.krnet.org
Subject: Re: KR> Post curing wings


That's also why white paint is recommended for parts exposed to the sun.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA

KR> KR- "the old days" audio/video

[Ed Janssen]

While we were on the subject - wonder if anyone recorded (audio or video or 
both) of an impromptu discussion held in the late afternoon/evening at one of 
the two Perry OK Gatherings?  Steve Bennett and other ?old-timers? (sorry, 
Steve) had a discussion about the early days of flying the KR?  I missed the 
discussion due to a friend becoming ill during the Gathering.  I checked with 
Video Bob and he remembers taking just a couple brief scenes ? which I believe 
I?ve seen.  Could anyone out there make the contents of the entire discussion 
available?  Thanks.

I also have some older videos I personally shot during Gatherings at Covington 
and others, to share with anyone interested, provided I?m able to copy to DVD 
format.

Ed Janssen
ejanssen?at?ctiwireless.com

KR> Fly In

[Ed Janssen]

Dan,

Yes, Paul Poberezny started the SAA (Sport Aviation Association) sometime 
around 1999, I think, and published a magazine called "To Fly".   His 
friend, Rudy Frasca, close friend of Poberezny's, offered his airport, 
Frasca Field, Urbana, IL, to hold Fly-Ins for the organization, a 
grass-roots aviation event.  The organization didn't last but a few years, 
perhaps due to inadequate funding.  Even though SAA folded, Rudy offered to 
continue having a fly-in around the 2nd weekend in June.  He (actually his 
son) has continued to send letters of invitation to former members each year 
since.  Last year, I believe, it was held June 11th and 12th.  Rudy has a 
very interesting small museum of airplanes, engines, etc. on the field as 
well as a modern factory that makes simulators.  He usually offers tours of 
the factory during the Fly-In.  One year Mark Langford and Mark Jones flew 
their KRs to the fly-in and gave a short seminar on KR building.  William 
Wynne was also there at least one year to give a seminar on Corvair engines.

Ed Janssen

-Original Message- 
From: Dan Heath
Sent: Saturday, January 14, 2012 4:50 PM
To: 'KRnet'
Subject: KR> Fly In

Does anyone remember the fly-in that Paul Poberezney was involved with for a
few years after his retirement 

KR> Gathering pictures

[Ed Janssen]

I've uploaded a few more pictures taken at the Gathering.

https://picasaweb.google.com/ejanssen3/KRGathering2011?authuser=0=Gv1sRgCImr1sSf1sDqDw=directlink

Ed Janssen

KR> Some more Gathering pictures

[Ed Janssen]

I've uploaded a few more pictures taken at the Gathering.

https://picasaweb.google.com/ejanssen3/KRGathering2011?authuser=0=Gv1sRgCImr1sSf1sDqDw=directlink

Ed Janssen

KR> SAA

[Ed Janssen]

Joe,

Just to be clear - SAA no longer exists - and hasn't for the last few years. 
However, Rudy Frasca has continued to have his own grassroots type Fly-In, 
which is pretty much like it was when SAA was a part of it.

Ed J.

-Original Message- 
From: Joe. E. Wallace

Just a little more detail on the SAA  Until this year, I've attended 
this event at Urbana IL.  at Frasca Field. 

KR> KR incident minor

[Ed Janssen]

Louis stopped overnight at my home airport KSQI (Whiteside County Airport, 
Rock Falls, IL) on the way to OSH many years ago.  I took some video of him 
and the plane before and during departure for OSH.  We marveled at the 
beautiful workmanship on his KR.  I remember that his exhaust system was 
particularly quiet.

Ed J.

-Original Message- 
From: laser...@juno.com

Back in the early 80's I had my first KR ramped here at KSEE while doing
some wing tank repair.  While working on it one day, someone who had been
driving down the nearby road came running over to ask me all kinds of
questions about the plane.  This fellow turned out to be Louie Brochetti,
a boat builder.

Louie's old plane lives on . . . !

Mike
KSEE

KR> Constructing fuel lines

[Ed Janssen]

I think this may have been stated before, but if you are a KRnetter that 
doesn?t monitor the Corvair list as well, you may be missing a lot of excellent 
reading, applicable to your KR building as well.  William Wynne did an 
excellent job of posting a post-accident report of a recent CH750 accident.  
The following paragraph was taken from the report:

?A very important consideration looking at this photo: This is visual evidence 
of why you never want to use a hard aluminum line on the floorboard of an 
aircraft. The rubber hose that came with the kit was utilized to run from the 
fuel valve to the firewall pass-through. In several places it was pinched very 
tight between the distorted sheet-metal. Had it been a standard piece of 5052 
aluminum tubing, I am sure it would have ruptured. If there had been fuel in 
the tanks in an accident where the aircraft remained upright, this leak would 
have poured fuel into the damaged cockpit. It is far more desirable to have a 
flexible line, preferably a braided steel one, in this location where a 
distorted floor from an accident would rupture a rigid line?. 



Quite a few KRs have aluminum tubing carrying fuel near or on the floorboard.  
If you are at this particular building stage, it?s worthy of consideration. 



Ed J.

KR> Getting off of the list

[Ed Janssen]

Do you use the "UNsubscribe from KRnet" address found at the bottom of each 
message?

-Original Message- 
From: Kirk Lacewell
Sent: Tuesday, March 29, 2011 7:08 PM
To: KRnet
Subject: KR> Getting off of the list

Does anyone know how to get my address off of the KR list?

I have sent two requests to be dropped from the list over the past month
with no response, and I still get mail from the list every day.

Thanks,
Kirk Lacewell

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KR> Advice Needed from Experienced KR Flyers

[Ed Janssen]

Several years prior to my first flight in my KR-1, I accumulated about 75 hours 
in a T?Craft.  I did almost exactly as Mark, except that I logged a little over 
9 hours of taxi time on my KR-1 on a 6500 X 150 foot runway.  The first time I 
flew it,  I used the same routine as when fast taxiing, said a quick prayer, 
then gradually gave it some more throttle and very, very slight back pressure 
on the stick ? and I was flying.  In retrospect, I think I spent almost too 
much time over-preparing myself because it was absolutely nothing to fly it 
after all that ground training.

Ed J.


I think I had about 15 hours of tailwind time (mostly in a Champ) when I 
flew my plane for the first time.  I'd have made a pretty good landing if I 
hadn't cut the throttle all the way back and "dropped it in" from about 5' 
up. I did about 60 runs up and down a 5000' runway to get the feel of the 
ground handling of a KR in the few days prior to first flight though, and I 
think that helped a lot.  

Mark Langford

KR> Advice Needed from Experienced KR Flyers

[Ed Janssen]

Back in the "old days" the early KR flyers use to suggest getting some time 
in a Grumman Yankee as being helpful in transitioning to a small homebuilt.

Ed


-Original Message- 
From: Tiffany,Toby J
Sent: Friday, February 11, 2011 10:32 AM
To: kr...@mylist.net
Subject: KR> Advice Needed from Experienced KR Flyers

Hello Group -

I have been a long time list member, but this is my first post, and I need 
some help from the group.

I am very close to purchasing a flying KR2, and need some last minute help 
from the group to ensure I can actually and SAFELY fly this thing.

I am by no means a low time pilot, as I have been flying for 17 years and 
have flown numerous type or aircraft.  My tailwheel time is a bit low and 
I'm working to dust the rust off there, but based on experience of the 
group, what's the best aircraft or group of aircraft for me to get time in 
that can best prepare me for what I'll experience in a KR?  I'm in no hurry 
to get it in the air once I purchase it as I want to ensure I'm ready.

Any opinions / suggestions are much appreciated.

Thanks guys.



==
This communication, including attachments, is confidential, may be subject 
to legal privileges, and is intended for the sole use of the addressee. Any 
use, duplication, disclosure or dissemination of this communication, other 
than by the addressee, is prohibited. If you have received this 
communication in error, please notify the sender immediately and delete or 
destroy this communication and all copies.
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KR> Landing gear

[Ed Janssen]

Don,

You might check with Steve Bennett at GPASC who supplies the one piece gear 
for the Sonerai aircraft.  Steve used this gear on a modified KR-2 he was 
building at one time in the past.

Ed J.

--
From: "Donald Greer" 
Sent: Thursday, January 27, 2011 7:51 PM
To: "KRnet" 
Subject: KR> Landing gear

> A question for the field.
>
> Aside from Grove, who else makes an aluminum one-piece main gear for
> the KR2?
>
> Don Greer
> Belleville, Ontario
> (future) KR2SS builder
> don_s_gr...@sympatico.ca
>
> ___
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> please see other KRnet info at http://www.krnet.org/info.html 

KR> Engine for the KR-1

[Ed Janssen]

If we're still talking about VW engines for the KR-1 -  As I remember, Steve 
Bennett started out with a 1600cc on his original KR-1.   He described the 
performance as "marginal".   He eventually upgraded to an 1835cc, I believe, 
with about a 9.1:1 compression ratio (requiring 100LL) which gave him much 
better performance.   I was privileged to fly it for about 50 hours or so 
and it flew very well and seemed to have plenty of power for me.  I also had 
about 50 hours flying a different KR-1 with a 1700cc VW (simpler conversion 
from a 1600cc) which also seemed to have adequate power.

Ed Janssen

KR> Winds aloft

[Ed Janssen]

Whoops - winds aloft would be on another page: 
http://aviationweather.gov/products/nws/fdwinds/

Ed J. 

KR> US Weather map

[Ed Janssen]

FYI - For those of you who haven't seen this weather map - it's a pretty 
neat tool to quickly see aviation weather anywhere in the US.  Merely 
scrolling over the dots and + signs will give you most info you need, but 
double-clicking on them will give more details, like winds aloft, etc.

Ed Janssen

http://www.wrh.noaa.gov/zoa/mwmap3.php?map=usa

KR> fuel system fittings

[Ed Janssen]

Dean,

I wouldn't be afraid of using barbed fuel fittings and for that matter 
plastic fuel lines, depending on the application.  They are widely used in 
Ultralight, Light Sport Aircraft, and many Experimental-Amateur Builts in 
the US.  There are some excellent (tough) plastic fuel lines on the market 
these days.  Many builders, if not most, use safety wire instead of the worm 
gear type clamps which have been known to break or become loose over time. 
In Krs, such plastic lines have been used successfully (mostly aft of the 
firewall) for sight gauges, auxiliary fuel tanks, conduit for wires, etc. 
Some common sense needs to be used in considering placement away from a high 
heat source and in bend radiuses so they don't pinch off.  Where fuel lines 
are visible, it's comforting to be able to see fuel flowing through them.  I 
use clear plastic lines on my Minimax which can be inexpensively replaced 
every couple years as a part of routine maintenance.  They can also help 
reduce the possibility of restricted fuel flow by reducing the number of 
fittings used in the fuel system and the flexibility can help absorb engine 
vibration.

Ed Janssen


> There is widespread condemnation of the practise of using barbed fittings 
> and hose clamps in an aircraft's fuel system plumbing. Could somebody in 
> the know please tell me why this is so. I can't think of any reason why 
> using a good quality reinforced "rubber" hose with fire sleeve over it 
> (forward of the firewall) would be in any way inferior to using aluminuim 
> piping and AN fittings. In the event of a mishap and things move around, I 
> can't see how the solid installation will be superior to the rubber hose 
> as it will not have near as much flexibility to absorb the movement. I 
> would imagine that an aluminuim pipe would be much more prone to cracking 
> and leaking when kinked.
>
> Over here the practise of using barbed fittings and flexible hose is 
> almost universal unless you are assembling a RV kit which comes with all 
> the appropriate AN fittings.
> Am I missing something here?
>
> Regards
> Dene Collett

KR> Regarding retract gear KR

[Ed Janssen]

Ron,

The KR and a Cessna 172 are actually both "certified" aircraft.  However, 
the 172 is certified in the "Standard" category and almost all KR's are 
certified in the "E-AB" (Experimental - Amateur Built) category.

Ed J.

--
From: "Ronald Wright" 
Sent: Wednesday, October 20, 2010 1:06 PM
To: "KRnet" 
Subject: Re: KR> Regarding retract gear KR

> This is a CERTIFIED aircraft, NOT a homebuilt.  Not the same thing.
>
> Ron

KR> KR-1 Plans

[Ed Janssen]

Early KR-1 plans were pretty cheap (cost and quality) - at least the set I 
had -  sorta gave you an idea how to put the plane together, leaving much to 
the imagination.  It had such detailed directions as "fit and fair the 
aileron to the wing."

Ed J.

--
From: "John Caudle" 
Sent: Monday, October 18, 2010 1:10 PM
To: "KRnet" 
Subject: Re: KR> KR-1 Plans

> Hi Matt,
>
> Thanks for your reply!  It sounds like I have what you have.
> The last change was in the 80' (I think...)

KR> Mark's arrival picture?

[Ed Janssen]

I think this may be Mark's arrival picture.  Visit The Northwestern.com.  Then 
click on "more Galleries" then click on the picture of the blue and white 
Lancair IV-P, and Mark will be the 3rd picture in that Gallery.

Ed Janssen

KR> KR-2 boat and foam

[Ed Janssen]

KR builders,

I also have a KR-2 boat and wing spars (not installed) plus enough foam (I'm 
told) to build the wings.  The foam is still in the Wicks packaging.  Nothing 
else included with the project - no plans, no hardware, no gear, - nothing 
else.  It's basically free for the asking, but you gotta pick it up.  I'm 
located near Taylorville, IL., which is a few miles southeast of Springfield.  
If you wish to make a donation to the KR Gathering fund, that would be nice.  
I'll pass it on to whomever is in charge of the fund.  

I have a picture of the boat that I could e-mail to anyone interested.  No 
phone calls please.  E-mail me at ejanssen"at"chipsnet.com.

Ed Janssen

KR> RE: KR Newsletter Best Solution

[Ed Janssen]

Karl,

It opened fine for me - but it IS a large pdf file - something like 475 
pages long - so you may need some patience to wait for it to load.

Ed J.
. 
- Original Message - 
From: "Karl" 
To: "KRnet " 
Sent: Tuesday, March 30, 2010 11:29 AM
Subject: KR> RE: KR Newsletter Best Solution


Hi.

I have tried to open this link a few times with no luck. Does any have
better luck than I do?

Thanks

Karl

KR> delamination repairs

[Ed Janssen]

Daniel,

Depending on how large the area is to repair, it might be easier to form the 
trailing edge with thickened epoxy (flox) alone, using a straight edge, but 
if you use shaped aluminum, you could drill a bunch of little holes in the 
aluminum and epoxy (flox) the aluminum to the trailing edge and allow the 
epoxy to squeeze through the holes.  Then, as Ken Rand use to "technically" 
describe precedures in his plans book - "fit and fair" the trailing edge. 
:o)

Ed J.

- Original Message - 
From: "Daniel Root" 
To: "KRnet" 
Sent: Tuesday, March 30, 2010 11:09 AM
Subject: KR> delamination repairs


I've been thinking about my trailing edge delamination issue.

I seek the benefit our your collective wisdom.   Wouldn't a better way be to 
glass in a formed trailing edge somehow?  What would work best?  Off the top 
of my head, I'm thinking about a bent piece of aluminum cut to shape, but I 
haven't quite figured out how to attach it yet...

KR> APRS

[Ed Janssen]

This alternative is a good idea for the present, but someday soon (we hear) the 
FAA will outlaw any 121.5 transmitter and instead require a 408.0 alone in it's 
place.  Of course the FAA has only extended the present rules to allow 
both/either for a short period (?) of time. I believe that 408.0 is required in 
any other country outside of the United States now.  I also read that the 
non-certified ACK model ELT 121.5 will soon have an inter-changeable module 
that transmits 408.0 instead of 121.5. When that occurs I would expect that the 
prices on the rest of the 408.0's will drop a bunch.  While I doubt that the 
Fed's will ever let us substitute the GPS transmitter as a stand-alone to take 
the place of their required 408.0 transmitter, the APRS surely would make 
flying safer - and a lot more fun.

Ed J.




Mark L. wrote:  

One alternative to buying a new 408 MHz ELT is an APRS (plus your old ELT to 
keep you legal).  The Automatic Position Reporting System is a ham 
transmitter/GPS combination that is mounted in your plane, and sends signals to 
the internet, which are then plotted realtime to Google Maps and Google Earth.  
Some of them have two switchable configurations, and you can set the second 
configuration to broadcast "emergency messages" which are automatically 
monitored across the world.  When you go down a bunch of people know it almost 
immediately.  Even if you didn't flip the switch before you went down, it 
wouldn't take long to find your last known position, which will likely be very 
close to your last transmission (depending on your location).  The beauty of 
this system is that your plane and ELT can be ripped to pieces, but finding you 
(or your remains) would be dirt simple.

KR> Interesting flight

[Ed Janssen]

On a road? - sure you could.  :o)  Reminds me of the time when my Piper Colt 
needed an annual and the little town (about 1000 pop.) that the A (an old 
cropduster from way back) lived in didn't have an airport.  So he said "just 
land on the road there, north of town.  I'll park my truck at the top of the 
hill to block any traffic that might come along".  Huh??  Gee, I never did 
that before, I said - I wondered about the local police, but he said they 
"wouldn't care - just be careful taxiing over the railroad tracks".  So, I 
gave it a shot - had to dodge a few tree branches overhanging the road as I 
taxied through downtown to the delight of a few gawkers, but no other 
problems.  We did the annual, I taxied back through town and took off from 
the road, circled once, and headed home.

Ed Janssen



NetHeads,

I hit 850 hours on the plane today flying down to Hickory Mississippi to 
visit Gene Knight and see his project.  More on that later, but the 
interesting thing was that I've always wondered if I could land on a road, 
and now I know I can.  See
http://home.hiwaay.net/~langford/flights/10020711m.jpg for a more detailed 
look, and note that the Interstate is wider than the 16' wide runway!  It 
was a great trip though, and now I have a lot more confidence about my 
ability to land on a road if I had to...

Mark Langford

KR> Ol' Blue

[Ed Janssen]

I only saw a couple pictures of Ol' Blue following the accident,  but if 
someone was willing to invest time, money, and effort, I'll bet Ol' Blue 
could be rebuilt.  I know from experience that T-88 (if Dan used it) can be 
softened with careful use of a heat gun in order to separate parts. 
Scarfing in wood longeron pieces is pretty easy and plywood can be replaced. 
I would think that spars could be repaired as well, by scarfing in new wood 
as needed.

Use FAA circulars AC 43.13-1B and AC 43.13-2A, "Aircraft Inspections, Repair 
& Alterations" as a repair guide.  Everyone should have these in their 
library along with Tony Bingelis' books.

Ed


- Original Message - 
From: "Larry Flesner" 
To: "KRnet" 
Sent: Tuesday, December 29, 2009 3:40 PM
Subject: Re: KR> Ol' Blue


At 01:56 PM 12/29/2009, you wrote:
>Gee Larry I did not realise you were such an old (Young)softy.
>
>Phil Matheson


I guess there is no denying the obvious. :-)

My first ride in a KR was with Dan Diehl in "Ol' Blue" some 20 years
ago at my first KR Gathering.  It was a sinking feeling as I was
gliding down final to see Ol' Blue laying there in a heap.  I was
returning from a quick flight to my home airport to pick up the last
box of shirts and I could tell it was her a half mile out by the color.  :'(

Larry Flesner


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KR> KR-2 boat and spars for sale

[Ed Janssen]

For Sale:  Basic KR-2 boat with wing spars (not installed, no WAFs, nothing 
drilled).  No tail feathers. No metal parts.  No gear.  No plans.  Nothing else 
included.  Inside measurement of top longerons at widest point is 35-1/2 
inches.  Located Central Illinois.  Best Offer.  E-mail me directly (not on 
KRnet list)  at  ejans...@chipsnet.com  I have spam protection, so you'll 
need to follow one simple direction sent to you by my provider to prove you're 
a real person.

Ed Janssen

was KR> KR Gathering; some Gathering pictures

[Ed Janssen]

Here's some - 
http://picasaweb.google.com/ejanssen3/KRGathering2009?feat=directlink


- Original Message - 
From: "Willie van der Walt" 
To: "KRnet" 
Sent: Wednesday, September 23, 2009 4:56 AM
Subject: Re: KR> KR Gathering


Where can we see some photos of the cathering?

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Data plate location; was Re: KR> #

[Ed Janssen]

The aircraft identification plate must be secured to the aircraft fuselage 
exterior so that it is legible to a person on the ground, and must be either 
adjacent to and aft of the rear-most entrance door or on the fuselage 
surface near the tail surfaces.

Ed Janssen 

KR> For what it's worth about certifying

[Ed Janssen]

I talked with a CFI who has a bit of inside knowledge about how some FSDOs work 
regarding certifying a plane that you did not build.

Here's what he wrote to me:

"It may be a little white lie by the regulations, but it goes on all the time. 
Of all the kits that have been sold, I recall that there is approximately 75% 
that are never completed by the original purchaser, and resold to another 
builder. I know of one kit that has been completed to approximately 90% and has 
been resold 5 times. Those aircraft will probably be completed some day and 
will be certified to the last buyer.
When (name withheld) was here at this FISDO (sic) he told me to de-certify my 
plane which is certified for a gross weight of 1250 lbs. and rename it, 
re-serial number it, find the right DAR and then have it re-certified at 1320 
lbs.
As long as you have the original Bill of Sale of the kit, or a Bill of Sale 
from a former owner that shows selling you parts and not a complete airplane, 
along with pictures and a builders log, then normally there should be no 
problem getting it certified with an airworthiness certificate."

The key, it appears, is to find an FAA rep. (DAR, etc.) willing to go through 
the procedure.

Ed J.

KR> Re: registering and certifiying a homebuilt you did not build

[Ed Janssen]

Dj,

I'm not sure about that.  If the major part of the work was done before 
being acquired by Dave, there could be a problem convincing the inspector 
that he should be included as one of the original builders.  Dave should 
probably check with his local FSDO before proceeding.  Different FSDOs have 
been known to interpret regulations differently.

Ed


On 08/14/2009 12:42 PM, Ed Janssen wrote:
> Dave,
>
> Currently the regulations say that if the purpose is to operate an 
> amateur-built aircraft, then the experimental certificate is issued to the 
> original builder, the person(s) who did the major portion of the work 
> (interpreted to be 51%).   See FAR 21.191(g):
>

Hi Ed,
I would amend your statement to read "certificate is issued to (one
of) the original builder(s)".  If Dave completes the aircraft, he
becomes one of the original builders and is allowed to apply for the
airworthiness certificate, and also for the Repairman certificate.  To
be granted the Repairman certificate, he has to pass an "interview" with
the FAA inspector basically showing that he can maintain the airplane in
a safe manner.  The EAA has information concerning this on their website.

fyi

-Dj

KR> Re: registering and certifiying a homebuilt you did not build

[Ed Janssen]

Dave,

Currently the regulations say that if the purpose is to operate an 
amateur-built aircraft, then the experimental certificate is issued to the 
original builder, the person(s) who did the major portion of the work 
(interpreted to be 51%).   See FAR 21.191(g):

Experimental certificates are issued for the following purposes:
(a) Research and development. Testing new aircraft design concepts, new 
aircraft equipment, new aircraft installations, new aircraft operating 
techniques, or new uses for aircraft.
(b) Showing compliance with regulations. Conducting flight tests and other 
operations to show compliance with the airworthiness regulations including 
flights to show compliance for issuance of type and supplemental type 
certificates, flights to substantiate major design changes, and flights to show 
compliance with the function and reliability requirements of the regulations.
(c) Crew training. Training of the applicant's flight crews.
(d) Exhibition. Exhibiting the aircraft's flight capabilities, performance, or 
unusual characteristics at air shows, motion picture, television, and similar 
productions, and the maintenance of exhibition flight proficiency, including 
(for persons exhibiting aircraft) flying to and from such air shows and 
productions.
(e) Air racing. Participating in air races, including (for such participants) 
practicing for such air races and flying to and from racing events.
(f) Market surveys. Use of aircraft for purposes of conducting market surveys, 
sales demonstrations, and customer crew training only as provided in Sec. 
21.195.
(g) Operating amateur-built aircraft. Operating an aircraft the major portion 
of which has been fabricated and assembled by persons who undertook the 
construction project solely for their own education or recreation.

Ed Janssen





On 08/14/2009 07:30 AM, paley anderson wrote:
> That  
> being said , what are the chances of it aquiring it's certification  
> by me ( a non- building owner ) ? Will I be wasting time and money ?
>  Dave Anderson
>   

KR> Re: "Certified" aircraft

[Ed Janssen]

Oops, that should have read "Experimental Amateur-Built" rather than 
Experimental Home-Built".

Ed Janssen

- Original Message ----- 
From: "Ed Janssen" <ejans...@chipsnet.com>


Greg,

Yes, I did mean to say that KRs are certified airplanes.  Actually it's a 
common misnomer.  KRs are certified (issued an airworthiness certificate) in 
the "Experimental Home Built" category.  Aircraft such as Cessnas, Pipers, 
etc. are certified as well, but the correct terminology for them is 
"Standard Category" aircraft.

Ed Janssen

KR> Re: stall speed reduction

[Ed Janssen]

Greg,

Yes, I did mean to say that KRs are certified airplanes.  Actually it's a 
common misnomer.  KRs are certified (issued an airworthiness certificate) in 
the "Experimental Home Built" category.  Aircraft such as Cessnas, Pipers, etc. 
are certified as well, but the correct terminology for them is "Standard 
Category" aircraft. 

Ed Janssen


- Original Message - 
From: "Marty Martin" <martygmar...@gmail.com>
To: <kr...@mylist.net>
Sent: Thursday, August 06, 2009 7:01 PM
Subject: KR> Re: stall speed reduction


Ed

I'm sure that you mean to say that an airworthiness certificate is issued.
As home built (kits) are not certified.

About 8 years ago, I had asked if I could put on vortex generators or a
cuffed leading edge.  And yes, I could put I had not asked in reference to
an LSA.  It was for improving (shorting) my take off and landing roll.  But
my guess is that the vortex generators would do the same.  A couple of Long
EZE's did this very thing and they both said that they improved their
numbers.  And I would think that VG's would be a lot simpler.

As far as the LSA.  I don't know what that would do for that.  But you could
ask your local DAR.

Greg Martin

I'm not sure the FAA would approve that.  I think a "retrofit" would have to
be done before the KR was ever certified.

Ed Janssen

--- Original Message -
From: "J M" <gmisyst...@cox.net>
To: <kr...@mylist.net>
Sent: Thursday, August 06, 2009 12:38 PM
Subject: KR> Re: stall speed reduction


Perhaps leading edge cuffs could be designed and  retrofitted to a KR
wing thereby reducing the stall speed such as are retrofitted to some
certified aircraft to improve STOL characteristics.

John Milland
Tucson AZ

On Aug 5, 2009, at 9:00 PM, krnet-requ...@mylist.net wrote:

> I think that the biggest challenge is likely to be demonstrating a
> stall
> speed of less than 45kts (52mph).

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KR> Re: stall speed reduction

[Ed Janssen]

I'm not sure the FAA would approve that.  I think a "retrofit" would have to be 
done before the KR was ever certified.

Ed Janssen

--- Original Message - 
From: "J M" <gmisyst...@cox.net>
To: <kr...@mylist.net>
Sent: Thursday, August 06, 2009 12:38 PM
Subject: KR> Re: stall speed reduction


Perhaps leading edge cuffs could be designed and  retrofitted to a KR  
wing thereby reducing the stall speed such as are retrofitted to some  
certified aircraft to improve STOL characteristics.

John Milland
Tucson AZ

On Aug 5, 2009, at 9:00 PM, krnet-requ...@mylist.net wrote:

> I think that the biggest challenge is likely to be demonstrating a  
> stall
> speed of less than 45kts (52mph).

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KR> POH for KR-2

[Ed Janssen]

Dave,

No, not something you can buy off the shelf.  Each KR-2 is going to be a 
little different.  If your KR-2 is registered with the FAA (has an "N" 
number) and has it's Airworthiness Certificate, its "Operating Limitations" 
would have been issued along with the certificate.  That document plus 
weight and balance data would be important things to have, and would 
constitute most of what could be called a POH.

Ed

- Original Message - 
From: "paley anderson" 
To: 
Sent: Friday, July 31, 2009 6:08 PM
Subject: KR> POH for KR-2


I received a KR-2 from a local builder but it didn't come with a
Pilot's Operating Handbook . Is this something I can purchase ? And
if so, where?
 Dave

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KR> Torque Roll

[Ed Janssen]

Anyone who has done some searching on the net for KRs knows that there are 
several airplanes - antiques and such -that use the letters "KR" in their 
model names - and are completely different than the little Ken Rand 
homebuilt airplanes.  Some have some pretty big engines where torque roll 
discussions are probably appropriate.

Ed

- Original Message - 
From: "Phillip Matheson" 
To: "KRnet" 
Sent: Thursday, July 09, 2009 3:52 PM
Subject: Re: KR> Torque Roll


I have a standard KR2 with 100 HP with 1.6: 1 belt drive. 60 inch blade prop
and NEVER experienced at problem after take off. She fly's like nothing
else. Beautiful.

The only problem is keeping her straight with full Right rudder plus R brake
till about 20 to 25 knots due to that extra torque.



Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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KR> Bugs

[Ed Janssen]

Yup - lemon Pledge - flyers at my home base have used it for years.  I know 
we were using it back in the early '80s, I think.  Didn't seem to harm the 
finish.  The polish gets rid of the bugs, then puts a waxy type finish on it 
for ease of cleaning it the next time.  We always used the pump bottles - 
which seemed to work the best - but I don't know if Pledge sells them in 
those kind of containers any more.

Ed

- Original Message - 
From: "Mark Jones" 
To: "KR Net" 
Sent: Wednesday, June 17, 2009 9:12 PM
Subject: KR> Bugs


I hate the bugs that collect on my plane! I just returned from a flight of 
watching the sun set over Wisconsin and the guy in the hangar next to me 
just returned also and he was cleaning bugs from his plane with ease. Simply 
wiping them off. He was spraying lemon scented furniture polish on then with 
one swipe of the cloth the bugs came right off. That is your tip of the day. 
Go fly those KR's and leave the bugs to lemon scented polish.


Mark Jones (N886MJ)
Stevens Point, WI
E-mail: flyk...@charter.net
Web: www.flykr2s.com
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KR> Ad on Auxiliary tanks

[Ed Janssen]

This has been suggested before (maybe Mark L.?), I think, but I would first 
scan the speed shops on the web and see if a ready-made tank could be found 
that could be either fitted in to the wings, stubs, or fuselage as a 
permanent or temporary aux tank for traveling.  Maybe someone who has done 
this and found something that would work could chime in here.  I've seen 
several 2-place Sonerai's that used an outboard motor tank as aux. tanks. 
If my memory serves, Steve B. had an aux tank built into a wing stub of his 
original KR-1 and then used a Koehler fuel pump to hand pump the gas to the 
header.

Ed



>
>Lee Vann Dyke stated that he has to stop every 200 miles for fuel ue.
>Mike Sylvester
+++

Your can get 12.5 gallon in each outer wing panel with a tank that
extends just 10 inches rear of the spar and runs the entire length
of the wing panel.  That keeps the fuel very close to the CG and
with burn off the CG moves forward.  Not a bad deal at all.
How about a couple of aluminum tube tanks behind the spar and
a smaller one on the front side?  The options are numerous.

Larry Flesner




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KR> Data Plate Question

[Ed Janssen]

Mike,

I think we've confused you a bit.  Three things are required - the name IS 
necessary (original builder - not necessarily the current owner), the model, 
and the plane's serial number.  Address not required or any other stuff.

And  yes!, be sure to re-weigh, for your own safety, as well as 
curiosity.  Don't assume anything about an aircraft you didn't build 
yourself.  Finding the CG requires simple math skills, yes, but you need to 
be confident in what you are doing.

Ed


My data plate has HP, owner's name & address, weights, etc. - apparently
all of it unnecessary I now know.  I was thinking of bringing the plate
up to date, but since the changed information on it isn't required anyway
(thanks Ed) I'll probably just be leaving it alone.

I'm going to re-weigh the plane soon anyway, just for my own curiosity.

Mike

Fw: KR> Data Plate question

[Ed Janssen]

- Original Message - 
From: "Ed Janssen" <ejans...@chipsnet.com>
To: "Kenneth B. Jones" <kenbjo...@cinci.rr.com>
Sent: Friday, June 12, 2009 12:02 PM
Subject: Re: KR> Data Plate question


> Ken,
>
> Good eye, Ken.  Yup, according to the regs, you are correct.  Registration 
> (N number) not required.  I looked it up - Part 45.11.  I was relying on 
> memory from what an FAA rep. (what do THEY know?) told me at a recent 
> seminar.  The point here is that many places that do engraving for 
> homebuilts want to add a whole bunch of other stuff - address, gross 
> weight, speeds, etc., presumably to add to the cost of the engraving while 
> increasing the size of the plate.  For some builders, it's a vanity thing 
> to add the extra info, but certainly not required.  Part 45.11 also lists 
> 3 other things which are mostly not applicable to homebuilts, unless, 
> perhaps a certified aircraft engine is used, but not real sure about that 
> either. Somebody like Larry Flesner may chime in about that.
>
> Ed J.
>
>
>
>> Ed,
>>
>> Where is the requirement for N-number on the Identification Plate?  I 
>> only find builder, model, and builder's serial no.
>>
>> Ken Jones
> 

KR> Data Plate question

[Ed Janssen]

Mike,

If you want to change the data plate, all the information required is just 
four things - the builder's name, registration number ("N" number), Model 
and serial number.

Ed J.

>What is the usual procedure regarding the original data plate that goes
>on an Experimental when it gets signed off?  Since mine was originally
>attached to the plane, everything on it has changed except the name of
>the builder and the name of the plane.  It is also quite worn with time
>and hard to read.  Is there any reason, regulation wise, why I cannot
>re-do the data plate to reflect the changes?
>Mike

***SPAM*** Re: KR> Re: Young Eagles Flights

[Ed Janssen]

Speaking mostly to non-choir members -  unfortunately, the word 
"experimental" has an inherent negative connotation to anything associated 
with it - especially to the unknowing newspapers and the unknowing public 
who read and watch the news.  There seems to be something sensational about 
being able to report a downed "experimental" aircraft as compared with 
simply "a small (standard) aircraft".  That's one of the reasons why the 
Experimental Aircraft Association would rather be referred to as the "EAA". 
I remember at least one "Standard" aircraft fatal accident (Piper, I think) 
that got national attention involving a Young Eagles flight a few years ago 
and I can just imagine the difference in general public sentiment had it 
been an experimental.  Sometimes we need to make personal decisions for the 
betterment of the whole - nothing wrong with that.

Ed J.

Mark L. wrote:

Somebody pointed out that didn't make sense, considering EAA stands for
"Experimental", but my guess is what they'd really hate to see would be an
experimental plane killing a 12 year old on the Nightly News.  Y'all can
keep telling me what the official policy is, and you are absolutely
correctI'm just conveying what I was told.  It may be the fabrication
and opinion of one guy, but that's what I was told, and I don't fly Young
Eagles as a result of it...

Mark Langford
N56ML "at" hiwaay.net
website at http://www.N56ML.com


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KR> Certifieds

[Ed Janssen]

Mike,

And, as long as you mentioned it, FAA regulations do not actually require 
any kind of instruments - flight or engine - for experimental category 
airplanes.  However, builders would throw safety to the wind if they didn't. 
You would have a very difficult time finding an FAA (DAR or whomever) that 
would issue a Special Airworthiness Certificate to an experimental aircraft 
not having at least the basic instruments.  For example, a compass is not 
required by the regs, but a DAR might require one before he issued a 
certificate.  In such case, a compass from the aviation aisle of Walmart 
might get you by.

Ed



"Just a clarification for those suggesting that KR are not "certified"
aircraft - KR aircraft ARE "certified" aircraft, just as Pipers, Cessnas,

etc. are."

Thanks for pointing that out Ed.  I've been making the mistake of
referring to the "other" aircraft as certifieds in various conversations,
thus implying that Experimentals are not.  It usually comes up in
relation to conversations about what avionics & instruments can be
installed . . . or not.

Mike

KR> Young Eagles Flights

[Ed Janssen]

Just a clarification for those suggesting that KR are not "certified" 
aircraft - KR aircraft ARE "certified" aircraft, just as Pipers, Cessnas, 
etc. are.  KRs are just placed in a different "category" - the 
"Experimental" Category with the purpose of  "Operating Amateur-Built". 
Pipers, Cessnas and the like are certified aircraft placed in the "Standard" 
category.  To generally imply that an experimental aircraft is necessarily 
less safe than a standard category airplane would be irresponsible.

Ed Janssen

Glenn Wrote>
>
I recall reading somewhere that the planes used in the Young Eagles
program must be certificated airplanes for insurance reasons. I do
participate as support crew.

KR> I Need Some Advice From Flying KR'ers

[Ed Janssen]

Ed Janssen wrote:

> Briefly, according to FAA regulations - If you build at least 51% of a
> KR2S
> per plans you may apply for certification as an E-AB (Experimental-Amateur
> Built)...

I knew all that stuff Ed, but you were good to mention it because Dwight
probably didn't.  But what I was fishing for (I knew you were the guy to
answer it) is how those same questions are answered with respect to LSA,
since that seems to be important to him.  I could look it all up, but I know
you know it off the top of your head, and have melded several sources into
the "real" answers.  There are some nuances about LSA pilots flying
Experimentals, so I'd think if you could license it as LSA to start with,
you might be ahead.  Again, I defer to Ed and others on that

Thanks,

Mark Langford


Dwight,

Well, unfortunately, neither the KR series nor the Sonex can be built and 
certified as an E-LSA - yet.  Given the current manufacturer, it's pretty 
unlikely that a KR will ever be certified as a Light Sport Aircraft.  If 
either manufacturer should successfully complete a rigorous process 
requiring jumping through a lot of hoops (paperwork and guidelines) and 
produces at least one aircraft eligible to be certified as a Special Light 
Sport Aircraft (S-LSA), then that manufacturer will be able to offer a kit 
which can be completed (51% rule does not apply) and certified as an 
Experimental Light Sport Aircraft (E-LSA).  So, except for a few other 
options (not favorable for the type of flying we like to do), the only 
really viable option is to build and certify either aircraft as an 
Experimental Amateur Built (E-AB).  Those with Sport pilot certificates may 
fly any aircraft that fits the definition of a Light Sport Aircraft (use 
your browser to find necessary characteristics).  If the KR has been built 
and is demonstrated as fitting those parameters, a Sport Pilot may fly it.

Hours needed to fly off the flight testing phases is typically 40 hours for 
Amateur built but whoever issues the "Operating Limitations" may require 
something different.  Hours to fly off testing of E-LSA varies also - I've 
seen one Operating Limitation example showing only 5 hours needed.

Ed

***SPAM*** Re: KR> I Need Some Advice From Flying KR'ers

[Ed Janssen]

Briefly, according to FAA regulations - If you build at least 51% of a KR2S 
per plans you may apply for certification as an E-AB (Experimental-Amateur 
Built).  As the builder, you may then apply for a "Repaiman Certificate" for 
that specific plane.  That will allow you to do an annual condition 
inspection on the plane without having to hire an A or other qualified 
individual.  Anyone may work on, maintain, repair, etc. an airplane in the 
experimental category - no ratings required.

> 8. If I build a KR2S will I be able to get an A& P certificate to do the
> maintenance & repairs on it?

KR> Highest Time KR

[Ed Janssen]

Yes, Steve's original KR-1 had about 1500 hours on it before he sold it.  It 
went through at least three owners after that.  The first owner (me) put 
about 50 hours on it, the second owner (Indiana) didn't fly it, and then the 
3rd one (around 1991) was doing some fast taxiing with full aft stick, in 
gusty conditions, when it suddenly leaped off the ground to about 50 feet, 
apparently stalled, and slammed back to the surface, doing major damage. 
That was at Blytheville Municipal Airport, Arkansas. It was reportedly towed 
to a local farm and dismantled.  Supposedly, some of the parts were used in 
another project of some kind.  The pilot was really unfamiliar with the 
KR-1 - even stating he thought the engine was a "Rotax".  Go figure.

Ed J.



I just remembered Steve Bennett had put about 1500 hours by the time he
sold it.  That one, if it hadn't been crashed by the new owner, might
have been the high timer?

Mike

KR> Brochure of the KR-3 amphib

[Ed Janssen]

Scott,

It was a two seater.

Ed

- Original Message - 
From: "Scott Perkins" <2sc...@bellsouth.net>
To: <kr...@mylist.net>
Sent: Monday, May 25, 2009 12:19 PM
Subject: Re: KR> Brochure of the KR-3 amphib


Thanks Ed, that photo is one of the four I already have
and that is why I am looking for the Brochure.
I'd like at least to know whether it was single seater
or two seater and other general info contained
in the brochure.
Scott


Ed Janssen wrote:
> Scott,
> Here's one picture.  Scroll to the bottom.
> 
> http://www.flightglobal.com/pdfarchive/view/1977/1977%20-%202009.html
> 
> - Original Message -
> From: "Scott Perkins" <2sc...@bellsouth.net>
> To: <kr...@mylist.net>
> Sent: Friday, May 22, 2009 3:12 PM
> Subject: KR> Brochure of the KR-3 amphib
> 
> several years ago in this list a guy mentioned he had found 
> a Brochure of the KR-3
> and there were offers to place scans of it on various 
? websites that are now gone.
> 
> Does anyone know where the best photos are of the KR-3 ?
> 
> I have some photos of two distinct airplanes but they 
> arent very good  and would like to see the Brochure.
> 
> I also want to answer the question as to whether the KR-3 
> may have been  a  single seater.
> 
> IS there an agreed upon central photo gallery site 
> for the KR plane  stuff ?
> 
> Thanks
> Scott
>

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KR> Engine Rebuild

[Ed Janssen]

Do what seems obvious to me - give Steve a call and ask him.

Ed J.

- Original Message - 
From: "Dan Heath" 

I did run into a little issue right at the end that some of you VW people
may have had to deal with and can shed some light on what needs to be done
about it.  

KR> Unsure about practices.

[Ed Janssen]

Darren,

When using rod end bearings ("Heim"), the ball needs to be "captured" on 
both sides with washers, spacers or whatever.  Nyloks will work ok in this 
application, but I wouldn't use a castle nut and cotter pin. A castle nut 
sometimes needs to be moved (loosened) a bit in order to accept a cotter 
pin.  As Dana points out, you don't want the bolt to rotate within the ball.

Ed

- Original Message - 
From: "Dana Overall" 
To: 
Sent: Monday, March 16, 2009 6:17 AM
Subject: RE: KR> Unsure about practices.



Darren, while your conclusion is generally dictated in 43.13, there are 
examples where the use of a self locking nut is acceptable.  A couple of 
examples:  picture an aileron bellcrank with a hollow core pivot point, if a 
spacer is inserted through that pivot point which allows the nylok to 
tighten up against the spacer, even though the bellcrank moves, the 
bolt/nylok combination does not.  Another example would be an aileron pivot 
bracket mounted to a wing.  Once again, if a spacer is used between the two 
flanges of the bracket, which allows the nylok to tighten down, it is 
acceptable.  I was careful to use the word generally in my first sentence as 
there are places where a piece moves and a nylok is acceptable.

Dana Overall

Richmond, KY i39

RV-7 slider "Black Magic"
Flying..well sorta, useta, kinda
Barrett Precision O 360 A1A
Hartzell C2YR-1BFP/F7497-2
http://rvflying.tripod.com/blackmagic.jpg
http://www.youtube.com/watch?v=MMi05-WU2D0#GU5U2spHI_4
http://rvflying.tripod.com

do not archive





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KR> LSA event - Mt Vernon

[Ed Janssen]

Thought I'd mention that a couple weeks after the KR Gathering, Mt. Vernon 
Airport will be hosting a  Midwest LSA Expo. , October 1-3. See 
http://midwestlsashow.com/ for details.  Someone dubbed it a "mini Sebring." 
Some of you that are close, may want to return to Mt Vernon for this one. 
Larry Flesner may want to add some info on this event.

Ed Janssen

KR> Ray Goree

[Ed Janssen]

If you Google (images) Ray Goree you'll also find a head and shoulders 
picture, probably related to an EAA Chapter website he may have belonged to.

Ed Janssen


- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "KRnet" <kr...@mylist.net>
Sent: Saturday, February 21, 2009 4:36 PM
Subject: KR> Ray Goree


I was planning on finding a picture of Ray Goree for y'all, but Rich Hartwig 
beat me to it and forwarded one that Dan Freeman took at the 2008 KR 
Gathering.  Anybody that's been to the Gatherings over the years will 
remember him as one of the perennials, and a really nice guy.  I made a new 
place for "KRNetHeads" on www.krnet.org, so check him out at 
http://www.krnet.org/netheads/RayGoree.jpg .  You can tell from the picture 
that he's just happy to be there, as we all are, when it comes to the 
Gathering.

I've been thinking for years that we need to revamp the "KR Yearbook" thing 
that Ross Youngblood started years ago, but I'm reluctant to do it because 
of the time and effort involved.  If anybody wants to undertake that, you 
are welcome to it.  I think it would be a great thing to have a gallery of 
KRnet members, their pictures, a picture of their plane or project, and a 
URL to any website they might have.  It'd be nice to take a picture of 
everybody at the Gathering and feed them into it.  The existing (and 
ancient) format that we already have at 
http://www.krnet.org/krnet_yearbook.htm works fine (although it's somewhat 
cumbersome to administer), but whatever else somebody else wants to do is 
better than nothing.

Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com

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KR> repairman's certificate

[Ed Janssen]

I've basically had the same experience with our Springfield, IL FSDO.  They 
require an appointment to be made - and they usually review what paperwork 
and IDs you should bring along with you to the appointment.  I didn't have 
to bring along any builder's log or pictures, probably because I already had 
an airworthiness certificate for my plane. Anyway, when you finally meet 
with them, they will go over all your paperwork and help you fill out a 
repairman application.  They'll issue you a temporary repairman certificate 
right on the spot because it usually takes 2 to 3 months for your repairman 
card to be sent to you in the mail.  The card will look very similar to the 
new style of card they use for pilot certificates.

In my case, they issued me a new set of operating limitations to reflect 
recent changes in regulations and, surprisingly, also issued a new "amended" 
airworthiness certificate.  I was told that both documents are normally 
issued at the same time and should have the same date on them.

Ed Janssen


At 08:57 AM 2/17/2009, you wrote:
>Something I haven't heard anybody mention is that you are awarded the
>repairman's certificate during the signoff process, final inspection, or
>whatever you call it.
>Mark Langford

KR> finally current again

[Ed Janssen]

Larry,

Assuming you haven't seen too many completed KRs in the flesh or have had a 
ride in one, I'd start there with my decision making. Your physical size and 
weight could be a factor.  Try to find someone in your area that is willing 
to give you a ride - that may the best info you could  use at this point. 
Let KRnet know where you live and there are guys that will steer you in the 
right direction.

Ed Janssen

- Original Message - 
From: "Larry Eilenberger" <leilenber...@irp-af.com>
To: "'KRnet'" <kr...@mylist.net>
Sent: Saturday, February 14, 2009 5:56 AM
Subject: RE: KR> finally current again


I don't know if I am doing this correctly or not.  But I am a want-a-be that
soloed some years ago but never followed through due to financial
considerations with small children etc.  Now those considerations are all in
their forties and I am approaching retirement at 70.  So the itch is coming
back.  In researching Corvair engine soup up ideas (I own a Corvair) I came
across Mark Langford's work and began to get interested in building a KR. 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.  But one thing I never see
elaborated on is how does one start to build a KR.  Where do you buy the
plans, or must it be a kit or what? Also for one who has never actually had
a license to fly can I master this aircraft after I build it?   I understand
that I would have to almost start over on the licensing process as it has
been 40 years since I have last been at the controls.  Any encouragement or
discouragement or comments would be welcome.

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of John Gotschall
Sent: Saturday, February 14, 2009 10:13 AM
To: KRnet
Subject: KR> finally current again










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KR> Nuts and bolts

[Ed Janssen]

Pat,

Regarding the cotter (not "carter")  pin hole - fiberlock nuts should 
probably not be used with a bolt having a hole within the threaded portion. 
The thought is that the sharp edge or a burr around the hole could damage 
the locking ability of the fiberlock, especially if the nut has been removed 
and put back on several times.

Ed

- Original Message - 
From: "Pshows" 
To: "KRnet" 
Sent: Tuesday, January 27, 2009 9:26 PM
Subject: KR> Nuts and bolts


I am still going over a project that I purchased last year, taking things 
out that don't suit me and such.  So now I have a couple of questions.  The 
wheel attached to the landing gear main has four bolts with fiber lock nuts, 
is this acceptable?  There is carter pin hole in the bolt, nor safety wire 
hole in the nut.  Next, how do you clean the journals of the crank after 
nitriding?  I don't have a lathe so can't mount it and polish that way.
IHS
PatS
Seminary, MS
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KR> Re: Night flying?

[Ed Janssen]

Todd,

Yes, well, I guess you could argue that it could be just as painful.  Some 
will argue that the "experimental" nature of the KR, or any other 
experimental, will increase the degree of probability of having an 
engine-out/forced landing sometime in your flying career.  I've had one in a 
standard category aircraft and I continue to expect another (although I 
certainly hope not) while flying the experimental  I currently built and 
own.  Some very careful and extremely skillful builders of Kris (Mark 
Langford and Mark Jones are good examples) have experienced them.  Flying at 
night?  Although you should be able to land a KR at a slower speed than a 
Bonanza or Mooney, it just ups the ante a little when it's more difficult to 
select a good spot to land.  It's already risky to some degree just living 
day to day.  You have to decide for yourself if you're willing to leave your 
rocking chair and accept an additional risk associated with any sport you 
love participating in.

Ed Janssen


And I'm sorry, but I'm not sure I understood the comments about night
flight.  Was everyone reluctant to fly at night period?  I can't see  what 
the
difference between having to do a forced landing in a KR2 vs. any other 
aerial
platform at night.  It's going to be just as painful to have an  engine 
failure
at night in a Bonanza or Mooney as in a KR2 isn't it?

Todd Thelin
Spanaway, WA

KR> Re: KR-1 motor mounts

[Ed Janssen]

Bill,

I've had two different KR-1s and they were both tail heavy using the 
original plans which called for aluminum channels mounted directly against 
the firewall.  Built-up 4130 tube mounts which moved the engine several 
inches away from the firewall greatly improved the CG location.
I have pictures of a built-up mount on a KR-1 if you or anyone else is 
interested in seeing them.

Ed Janssen

- Original Message - 
From: "Bill Weir" <billw...@lon.imag.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, January 02, 2009 11:02 AM
Subject: ***SPAM*** Re: KR> almost check it out ride - TN


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> epoxy / resin

[Ed Janssen]

Eduardo,

Go easy using a microwave - low heat - whatever.  Mine started to melt the 
plastic container within 15 sec.  Since then, I just bring T-88 indoors for 
a few hours or warm up in a pan of warm water.

Ed Janssen

- Original Message - 
From: "Mark Jones" <flyk...@charter.net>

Eduardo wrote:
i noticed that the resin (t88) got hard... what do you suggest me to do?

Hi Eduardo,
Put it in the microwave for 15 seconds.

Mark Jones (N886MJ)

KR> Re: ELT - flying solo

[Ed Janssen]

Dan,

I believe the regs say that if the airplane is equipped to carry no more 
than one person, an ELT is not required.  So, if you fly solo in a KR-2 that 
was built with the intention of carrying a passenger, an ELT is still 
required.

Ed Janssen

From: "Dan Heath" <da...@alltel.net>


Unless they have recently changed the rules in the US, if you are flying
solo, you are not required to have an ELT. 

KR> It depends

[Ed Janssen]

Dan,

Not necessarily I would think.  FPL-16A has been around a long time and used 
quite a bit back in the early KR years by a lot of builders (Steve Bennett 
was one of them).  Guess it depends on what characteristics you're after. 
For the "newbies"  - T-88 is awfully easy to work with, versatile (can be 
drilled and tapped, can fill fairly large gaps, can be thinned for sealing 
wood, is considered "structural" when mixed with cotton flox, etc.), and has 
almost become the "standard" with homebuilders, especially for wood to wood 
bonding.

Ed



So, is the bottom line, FPL 16A is the best adhesive for wood to wood?
Daniel R. Heath - Lexington, SC

KR> Operating limitations

[Ed Janssen]

Netters:  I applied for my Light Sport Inspection Rating today at the 
Springfield, IL, FSDO.  They amended my original Experimental Operating 
Limitations in a few different areas.  This one particular change may be of 
interest to you guys.  Of course the required test hours are different for 
Experimental Amateur Built (such as KRs) than for Experimental Light Sport, but 
the other requirements are similar.



"Flight testing required for phase 1 operations or as a result of the 
incorporation of a major change will be conducted in the assigned test area.  
Flight test operations will be conducted under VFR day conditions, with the 
pilot as the sole occupant of the aircraft.  The aircraft must be operated for 
at least 5 hours in the assigned geographical area.  Following the satisfactory 
completion of the required number of flight hours in the flight test area, the 
pilot must certify in the aircraft records that the aircraft has been shown to 
comply with Part 91.319(b) with a statement that includes the following 
information:



I certify that the prescribed flight test hours have been completed 
and the aircraft is controllable throughout its normal range of speeds and 

   throughout all maneuvers to be executed, has no hazardous operating 
characteristics or design features, and is safe for operation.  The flight

   test was completed under the following conditions: maximum operating 
weight, style/set of wing or sail, maximum demonstrated airspeed, 

  and minimum demonstrated stall speed.



All major changes or modifications will be listed in the aircraft records and 
the compliance statement will be restated with the changes listed.  The 
aircraft may not be operated in excess of the weights and speeds demonstrated."



What is different about this is that the current operating limitations now 
being issued no longer require us to contact FSDO if we make a major change in 
our aircraft such as changing the engine to a different horsepower, using a 
different engine/prop combination, enlarging the vertical stabilizer, or any 
other modification that would result in a significant change in the flight 
characteristics of our plane.  We just need to properly list the changes in the 
aircraft records.  That being said, it's important that we review and comply 
with our own particular Operating Limitations, which may state something quite 
different than mine.  But, it appears from my experience, that you could 
request an appointment with your FSDO to discuss and possibly request a 
change(s) to some parts of your operating limitations other than for obvious 
reasons like having to do with a move (change in geographical location).  If 
you haven't looked at your operating limitations for a while, drag them out of 
the pouch (you DO keep them in your airplane, right?) and do a quick review.



Finally, since the operating limitations and airworthiness certificate are 
integral, I was also issued a brand new airworthiness certificate to reflect 
the amendment to my operating limitations.



Ed Janssen

KR> insurance - saving with AIG

[Ed Janssen]

This isn't a plug for AIG, but I recently changed my auto insurance from
State Farm to AIG - and saved 1/2 the amount of annual premium - actually a
little more than 1/2.  That kind of savings could help pay for your KR
insurance.

Ed Janssen

- Original Message - 
From: "Larry Flesner" <fles...@verizon.net>


> At 06:21 AM 5/15/2007, you wrote:
> >Anyway, I thought I'd check out Sky Smith because a lot of folks
> >swear by him, so I did.  I got EXACTLY the same coverage from him as
> >what I had the year before, through EXACTLY the same carrier (AIG),
> >for half the price.  That's $300 that I can do something else with.
>
> Larry Flesner

KR> LSA Certified ?

[Ed Janssen]

David,

There is at least one significant advantage to registering your plane as an
E-LSA.  If you should sell your E-LSA, the new owner may do his own annual
condition inspection provided he takes the appropriate steps (16 hour
course, being one) to get a Repairman's Certificate with Inspection Rating.
This could cost much less than annually hiring an A or other properly
rated inspector to do it.

Ed Janssen

> There is no advantage to trying to register your KR LSA.
>
> David Mikesell

KR> Snapped Longeron

[Ed Janssen]

Nick,

It would be helpful to post a picture somewhere for netters to see before
advice is given - but ,no, all is not lost.  Perfectly acceptable splices
can be made in the longeron.  The skin needs to be dealt with properly
because it is integral to the overall strength of the fuselage.  I'm sure
you'll get some help from netters when they fully understand your problem.

Ed  Janssen

- Original Message - 
From: "Nick Brennan" <nickdbren...@comcast.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, April 20, 2007 8:55 PM
Subject: KR> Snapped Longeron


> I need advice.  I was bending my fuselage today and one of the longerons
snapped, really good, all the way through, breaking the plywood skin with
it.  Is that it, game over?
>
> Nick Brennan
> nickdbren...@comcast.net
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Hi Nick; Re: KR> Snapped Longeron

[Ed Janssen]

Nick,

I might mention, in case you don't know it, that you can separate parts that
have been glued with T-88 by using a heat source such as a hairdryer.  This
works better for me than grinding or sanding one part from another.  Use
just enough heat to soften the glue and separate the parts.  I have used a
putty knife or screwdriver to poke into the joint to test when the glue is
beginning to soften and then gently separate the pieces by prying, adding no
more than just enough heat to do the job.  Then it is fairly easy to sand
the glue from the separated surfaces.  You could make up a test joint to
practice and see how much heat it takes.

Ed Janssen

- Original Message - 
From: "Nick Brennan" <nickdbren...@comcast.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, April 20, 2007 8:55 PM
Subject: KR> Snapped Longeron


> I need advice.  I was bending my fuselage today and one of the longerons
snapped, really good, all the way through, breaking the plywood skin with
it.  Is that it, game over?
>
> Nick Brennan

KR> Scarf question

[Ed Janssen]

Nick,

My suggestion:  It appears you would have enough room to glue a plywood
doubler (same thickness as the skin) directly to the skin, extending a
couple inches on either side of the scarf joint.  The doubler could be
beveled on the sides (faired in to the skin) to make it a little less
noticeable.  If the scarf joint is good, you probably wouldn't need the
doubler, except for piece of mind.

Ed

- Original Message - 
From: "Nick Brennan" 
To: "KRnet" 
Sent: Monday, April 09, 2007 12:11 AM
Subject: KR> Scarf question


> Well, it appears I may have made a mistake, gluing the skins to the side
of the fuselage frame.  I missed the step that said my scarf joint should
align with a vertical member (I don't know why that wasn't obvious to me).
>
> Soany suggestions on how to fix this without ripping the skins off and
reskinning?
>
> The sides look like this:
http://www.ridetheskies.com/buildpics/sidesdone.JPG
>
> Nick Brennan
> nickdbren...@comcast.net
>
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KR> LSA Question

[Ed Janssen]

Bill,

If it already has an "N" number , then it probably has already been
certified - probably as an Experimental Home Built.  If this is the case,
Your KR2 cannot be re-certified as an E-LSA.

Ed Janssen



> When reviewing the documentation for my KR2 ( 2646D/ Serial;# 1073), the
> plane seems to meet the qualifications for LSA.
>
> Has anyone checked to see what is needed to be done for a plane with a
> current N number to be certified as a LSA?
>
>
> Thanks
>
> Bill Hawkins

KR> Plans question

[Ed Janssen]

Dan,

This is certainly not a new idea, as it has been brought up a few times in
the KRnet past.  It is a good one, but would require a lot of gathering,
sorting, filtering, etc. of information by the most KR knowledgable people
out there - who, I imagine, would probably prefer to spend the lion's share
of their recreational time building or flying their KR.  However, having
said that, Mark Langford has actually done quite a bit of this sort of work
on his own website.

In the meantime, until someone steps up to the plate and wants to give it a
try, probably the best thing for new or low time KR builders to do is to
continue to search the archives, visit and study the best builder websites,
and, as they come to mind, ask questions on the KRnet.

Ed Janssen

> My thought is to write a "paint by the numbers" sort of
> instruction manual that helps builders through the tuff stuff that has
been
> covered in the past and is a known problem. I can hear you now already "Go
> right ahead and do it". Well, I'll be the first to admit that I don't know
> all of the answers but with the new KR forum, we as a group could assemble
> all of the commom answers to common problems that the plans seem to leave
> out or seem to be gray areas and as time goes on it would grow into a full
> fledge manual of sorts in a section by section format like "fuselage",
> "wing", ect. ect. in the order that it should be done.

> Regards
> Myron (Dan) Freeman

KR> Termite

[Ed Janssen]

Nick,

A bit off the KR subject for sure, but you may have seen a winged ant.  The
easiest way to tell a winged ant from a winged termite is that the antenna
of a winged ant are bent, like at your elbow.  The termites have straight
antenna.  Ants also have a slim waist and mostly black bodies.

Ed

- Original Message - 
From: "Nick Brennan" 
To: "KRnet" 
Sent: Saturday, April 07, 2007 11:51 PM
Subject: KR> Termite


> So today, I'm buzzing along, actually making a lot of headway (finished
> skinning one side of the fuse, now waiting for the glue to dry on the
scarf
> joint on the other side) and I look at my work table and see a termine.
> Just one, little winged termite.
>
> Does this mean there are more that I'm not seeing, or is it possible to
have
> one single termite?
>
> Also - am I ruined now?
>
> Nick Brennan
> nickdbren...@comcast.net
>
>
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KR> sanding joints?

[Ed Janssen]

Most of us seem to accept this as gospel, but it seems to me that what
little sanding "dust" is present, after brushing it off or vacuuming, should
easily be soaked up by the T-88 and the resultant mixture would then be
similar to a very light form of flox which is considered to be structural.
Doesn't seem that the dust would effectively plug up the pores of the wood
to the extent that the T-88 wouldn't eventually and successfully soak in to
the wood.  I can see where the accepted idea of roughing up the wood surface
with coarse sandpaper is a good move because it increases the surface area
for gluing.  Has anyone made up some test pieces to prove or disprove?

Ed Janssen




> Sanding lets dust build up in the pores of the wood and
> lessens glue penetration, Virg

KR> Safety check item

[Ed Janssen]

There are several aircraft designs out there that do just that.  Steel tube
stock of the correct inside diameter is cut slightly shorter than the
dimension of the structure through which the bolt will pass (to allow for
slight wood crushing).

Ed



> Hi Joe,
>I wonder, could a guy drill these out and epoxie in some steel or
> aluminum sleeves to run the bolts through?
> Russ
>
>
> >
> > Guys,
> > For the guys with nose gear I found a item that I need to check
> > on more often. The 4 an-3 bolts that go thru the Deihl  nose gear
bracket
> > where it attaches to the firewall on mine have loosened up and slightly
> > elongated the holes in the wood.

KR> March 2007 Sport Aviation cover

[Ed Janssen]

Is that Bill Clapp's KR2 silhouette on the cover of March 2007 Sport
Aviation?

Ed Janssen

FAR Part 43 Appendix A "major Alterations" Re: KR> "fly-off" period after engine change

[Ed Janssen]

Here's what FAR part 43, Appendix A, has to say about major engine
alterations:

(2) Powerplant major alterations. The following alterations of a powerplant
when not listed in the engine specifications issued by the FAA, are
powerplant major alterations.
(i) Conversion of an aircraft engine from one approved model to another,
involving any changes in compression ratio, propeller reduction gear,
impeller gear ratios or the substitution of major engine parts which
requires extensive rework and testing of the engine.
(ii) Changes to the engine by replacing aircraft engine structural parts
with parts not supplied by the original manufacturer or parts not
specifically approved by the Administrator.
(iii) Installation of an accessory which is not approved for the engine.
(iv) Removal of accessories that are listed as required equipment on the
aircraft or engine specification.
(v) Installation of structural parts other than the type of parts approved
for the installation.
(vi) Conversions of any sort for the purpose of using fuel of a rating or
grade other than that listed in the engine specifications.

- Original Message - 
From: "Larry Flesner" 
To: "KRnet" 
Sent: Thursday, March 01, 2007 7:48 PM
Subject: Re: KR> "fly-off" period after engine change


>
> >
> >"After incorporating a major change as described in FAR 21.93, the
> >aircraft owner is required to re-establish compliance with FAR
> >91.319(b) and notify the geographically responsible FSDO of the
> >location of the proposed test area.  The aircraft owner must obtain
> >concurrence from the FSDO as to the suitability of the proposed test
area.
> >(SNIP)
> >He made it clear that unless I was changing the engine make or
> >model, I was not making a "major change", and that I would not have
> >to file any paperwork, just make the two logbook endorsements mentioned
above.
> >Mark Langford
> 
>
>
> So, I'm wondering, if you didn't change engine make and model, and
> according to the FSDO
> person didn't make a major change, why does he say it has to go back
> through a test period?
> Seems to me a simple log entry as to the engine change would suffice
> and go fly.  I suspect that there are no two people in the FSDO/s or
> DAR's that will interpret the reg's the same.
> Too much gobbledy gook and wiggle room in that ton of paper they call
> the FAR's.
> The only time it will matter anyway is if you have an accident and
> then they already have you
> by the "gonads" anyway.  :-)
>
> Larry Flesner
>
>
> ___
> 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> Question about airworthy certificate

[Ed Janssen]

Randy,

I'm pretty sure your KR2 can't be re-certified.  The FAA will probably not
accept that you built a new plane either. However, at least changing
retracts to fixed gear would be considered a major change which must be
recorded in the maintenance log for the plane.  I believe you would also be
required to go through a 5 hour testing phase to prove the that the aircraft
is controllable through normal flight maneuvers.

You probably know this - since you didn't build the plane, you'll need to
have the original builder or someone with the proper certificate (e.g. an
A) to do the annual inspection.

I'm sure someone will chime in here, if I'm wrong.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "randy white" <zakk_1998...@msn.com>
To: <kr...@mylist.net>
Sent: Wednesday, February 14, 2007 1:33 AM
Subject: KR> Question about airworthy certificate


> My KR2 was flyable when i bought it!!! but i took it all apart and did
some
> repairs and had the engine rebuilt changed the retracts to fixed !!
> basically built a new plane!!! im going to sell it when its all done,my
> question is, should i sell it as a new plane and let the new owner get a
> airworthy certifcate or should i keep the one i have and just get a annual
> passed on it!!!what would be better for a resale? Thanx Randy
> my sitehttp://www.randyskr2.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
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> Question about airworthy certificate & major changes

[Ed Janssen]

Mark,

I've been told that changing engines (or reconfiguring one) resulting in a
change of horsepower is considered a major change.  Simply overhauling an
engine doesn't constitute a major change.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "KRnet" <kr...@mylist.net>
Sent: Wednesday, February 14, 2007 10:35 AM
Subject: Re: KR> Question about airworthy certificate


> 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
>
>
> ___
> 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> Question about airworthy certificate

[Ed Janssen]

Just a clarification - When Jeff is referring to "certified airplanes", I
believe he means an airplane that is considered to be a "standard category"
aircraft (e.g. "spam cans"), rather than an "experimental category"
aircraft.  Experimentals are also certified (have airworthiness
certificates).

Ed


Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "Jeff Scott" <jscott.pi...@juno.com>
To: <kr...@mylist.net>
Sent: Wednesday, February 14, 2007 1:59 PM
Subject: Re: KR> Question about airworthy certificate


> I would still ask myself the same question.  If this was a certified
> plane, would the FAA require a 337.
>

KR> Question about airworthy certificate

[Ed Janssen]

I believe Jeff mentioned that experimentals would not need a form 337.
Except for a possible slight CG change, adding radios or extra instruments
shouldn't cause much of a change in flight characteristics or performance,
thus I wouldn't think it would be considered to be a major change.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: <aviato...@charter.net>
To: "KRnet" <kr...@mylist.net>
Sent: Wednesday, February 14, 2007 12:44 PM
Subject: Re: KR> Question about airworthy certificate


> What about changes to the inst panel that would "enhance the safety of
> flight" say adding a x-ponder, a radio or nav upgrade, or a engine
> information system. Lets say you go from a "panel mount"  396 to a 496. Or
> hook your lap top (moving map display)  to a panel mount gps. Do any or
all
> of the above require a form 337 and or going back to test phase # 1? How
> about a sun visor that enhances safety of flight?
>
> Mike Turner

KR> N202RH sometimes they don't fly right out of the box

[Ed Janssen]

Rick,

It appears, looking at your numbers, that your KR falls within the
parameters of the definition of a "Light-Sport Aircraft" and therefore could
be flown as such by the holder of a Sport Pilot certificate.  The gray area
of concern would be the KR design top speed which is greater than 138 mph.Of
course, it can't be re-registered as an Experimental Light Sport Aircraft
(ELSA), but must remain as an Amateur Built.  Perhaps your stall speed and
maximum speed was listed somewhere for the DAR at the time it was inspected?
You may know of a DAR that could clear up that point for you.

Ed



Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: <rahu...@peoplepc.com>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, January 04, 2007 8:41 AM
Subject: KR> N202RH sometimes they don't fly right out of the box


> So where are we and how does it perform. First all speeds quoted are
average of multiple GPS readings. At the 2550 redline line we have measured
it at 132.5 mph CAS, Climbs at 750 fpm at 1130 lbs., has been flown at the
max weight of 1150 lbs., Stalls clean at 50.7mph CAS at 1130 lbs. and a CG
of about 27.8% MAC (range is 16.7 % to 29.2%). This is as close to max
weight and aft CG as I am willing to go. My test pilots are thoroughly in
love with N202RH - it has no vices except it wants to float forever, even
with full flaps, and has made landing challenging- by the way that's a
change from when it had a nose gear - the nose gear I had at least acted as
a speed brake.
>
> Based on those numbers and comparing them to the LSA regs - It's my
opinion the aircraft registered in the Amateur-Built Experimental Aircraft
category as Human KR-2 (N202RH serial # 7269-66RH) is in compliance and can
be operated under those regulations.

> Rick Human
> Houston, Texas

E-LSA certification; Re: KR> N202RH sometimes they don't fly right out of the box

[Ed Janssen]

Rick,

You may be right about not seeing a "grey" area.  But, I think if I were
just starting out building a new KR with the thought of making it LSA
compliant, I would probably call it something other than a KR2 - maybe a
"modified" KR2, or "whizz-bang special".

You are incorrect about E-LSA being for "fat" ultralights (assuming you mean
"only"?).  There are quite a few plans built aircraft that have already been
issued Special Airworthiness Certificates in the Light Sport category.  Mine
was certified near the end of 2005.

As far as Amateur Built vs E-LSA positives and negatives, it's a matter of
choice.  A deciding factor with quite a few builders is, if they should sell
their E-LSA, they can point out to the new owner that he (with a little
training) will be able to do his own annual "condition inspection" whereas
someone who purchases an Amateur Built will have to hire the original
builder or an appropriately certified person (like an A) to do it.

All said and done, Rick, I see no reason to believe that you can't eventally
go with E-LSA certification.  As Colin Rainey mentioned in another message,
not all FSDOs at the present time are on the same page about this matter,
which may cause you to have to search around a bit for the answer you like.

Ed



From: <rahu...@peoplepc.com>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, January 04, 2007 10:03 AM
Subject: Re: KR> N202RH sometimes they don't fly right out of the box


> Ed - I don't see a grey area at all - during the AB-experimental
> certification process there are no requirements to list speeds of any
kind.
> The FAA or DAR never asked for that information. You know the Sonex lists
> higher speeds than 138 but still contends than when equipped with the 4
cyl
> Jab. or VW it's LSA compliant and nobody seems to be bothered by that.
> Anyway design top speeds and Vh are two different matters.
>
> Right now E-LSA is for fat ultra lights and that goes away at the end of
> Jan. next year. They are still trying to get the standards together for
kits
> to be registered as an E-LSA, and the way I read it, plans built aircraft
> will never qualify as a E-LSA.
>
> My POH and log book entries based on my Phase I testing are the only
> documentation needed to show compliance. You have to also keep in mind
that
> in this case compliance is for my aircraft only not for all other KR-2's.
> Remaining an AB-experimental offers more advantages than negatives! Van
> registered his RV-12 as an AB-experimental and I suspect when he puts out
a
> kit it will be as an AB-experimental not an E-LSA.
>
> Rick Human
> Houston, Texas
> - Original Message -
> From: "Ed Janssen" <ejans...@chipsnet.com>
> To: "KRnet" <kr...@mylist.net>
> Sent: Thursday, January 04, 2007 9:35 AM
> Subject: Re: KR> N202RH sometimes they don't fly right out of the box
>
>
> > Rick,
> >
> > It appears, looking at your numbers, that your KR falls within the
> > parameters of the definition of a "Light-Sport Aircraft" and therefore
> could
> > be flown as such by the holder of a Sport Pilot certificate.  The gray
> area
> > of concern would be the KR design top speed which is greater than 138
> mph.Of
> > course, it can't be re-registered as an Experimental Light Sport
Aircraft
> > (ELSA), but must remain as an Amateur Built.  Perhaps your stall speed
and
> > maximum speed was listed somewhere for the DAR at the time it was
> inspected?
> > You may know of a DAR that could clear up that point for you.
> >
> > Ed
> >
> >
> >
> > Ed Janssen
> > mailto:ejans...@chipsnet.com
> > - Original Message -
> > From: <rahu...@peoplepc.com>
> > To: "KRnet" <kr...@mylist.net>
> > Sent: Thursday, January 04, 2007 8:41 AM
> > Subject: KR> N202RH sometimes they don't fly right out of the box
> >
> >
> > > So where are we and how does it perform. First all speeds quoted are
> > average of multiple GPS readings. At the 2550 redline line we have
> measured
> > it at 132.5 mph CAS, Climbs at 750 fpm at 1130 lbs., has been flown at
the
> > max weight of 1150 lbs., Stalls clean at 50.7mph CAS at 1130 lbs. and a
CG
> > of about 27.8% MAC (range is 16.7 % to 29.2%). This is as close to max
> > weight and aft CG as I am willing to go. My test pilots are thoroughly
in
> > love with N202RH - it has no vices except it wants to float forever,
even
> > with full flaps, and has made landing challenging- by the way that's a
> > change from when it had a nose gear - the nose gear I had at least acted
> as
> > a speed brake.
> > >
> > > Ba

KR> Re: Maintenance on experimentals

[Ed Janssen]

Brian is correct, however not just the owner, but anyone can work on any
experimental.  Obviously, discretion should be used.  I believe the reason
is that there aren't many, if any, regulations governing working on
experimentals.  Also, the condition inspection is to be done annually, but
really shouldn't be confused with the "annual", thought of prior to the
Light Sport rules coming aboard.

I guess it's all about semantics.  Another common error - pilot "licenses"
don't exist, only pilot certificates do.

Ed Janssen
mailto:ejans...@chipsnet.com


> An owner can do all of the maintenance on an experimental.  The
> repairman certificate just gives you the right to do the condition
> inspection.  Some people are hesitant to buy an experimental they did not
> build thinking they can't do the work, but with the exception of the
> condition inspection, they can do everything.
>
> Brian Kraut

KR> slick 4016 mags

[Ed Janssen]

Although the "throw away series" were not meant to be repairable, they can
be - if you can find the right person to do it.  An older A friend fixed
my 4016 a number of years ago.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "Don Chisholm" <chizmsupholst...@rogers.com>
To: <kr...@mylist.net>
Sent: Wednesday, December 20, 2006 4:55 AM
Subject: KR> slick 4016 mags


> It's my understanding that Slick produced the throw away series Mags to
produce a magneto that you could purchase for what it would cost you to
overhaul one for and they're of the same quality as the later infield
repairable ones. They weren't meant to be taken apart
> ___
> 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: 4216 magneto

[Ed Janssen]

I was told by an A years ago that either a magneto is working or it isn't - 
that you can't really tell if one is going bad until it stops working.  Maybe 
one of you guys out there can help answer the question.  Guys operating a 
single ignition system might like to know.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 

Subject: KR> Slick 4216 Mag


> Everything I've read on here about the 4216 is not good.  The KR-2 that I'm  
> restoring has one, the last owner says it worked fine. Should I trash it and 
> buy  a 4316 or what? 
>  
> Mike McGowan N4288C

Ed Janssen
mailto:ejans...@chipsnet.com

KR> I NEED ALL PILOTS OPINION

[Ed Janssen]

I assume you'll be flying a nose-geared Cessna for your training.  You'll
need some tail dragger instruction before you're ready to fly your KR-2.
Most pilots don't find the KR "hard" to fly - just somewhat different -
which is why you need the instruction.  It doesn't take a "long time" to
learn.  When you're ready to fly the KR, the best thing you can do is hop a
ride (if you're the right size and weight) with a KR pilot in his KR.  That
should give you the necessary "feel" for a more control-sensitive airplane.

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "randy white" <zakk_1998...@msn.com>
To: <kr...@mylist.net>
Sent: Sunday, December 10, 2006 11:09 PM
Subject: KR> I NEED ALL PILOTS OPINION


> I am studying my ground school(King private pilot knowledge test) and this
> spring im going to do my 40 hours and become a pilot!!!my question is
after
> learning to fly in a cessna how hard is it going to be to learn to fly my
> KR-2 tail drager i have people telling me it will take a long time to fly
> it!!! what is the opinion of you pilots that are flying KR planes? thanx
> Randy
>
>
>
> ___
> 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> "HELP" /FIBERGLASS CLOTH

[Ed Janssen]

Randy and Others,

If you are just getting started working with fiberglass, "Fiberglass and
Composite Materials" by Forbes Aird is a good reading source.  It seems to
cover most of the basic knowledge working with fiberglass, Kevlar, Carbon
Fiber, different kinds of resins (polyester, vinylester, epoxies), health,
safety, lay-ups, molds, etc. - and it is very easy reading.  I see that
Steve, at Great Plains, sells it for $16.95 plus shipping.  Barnes and Noble
and some others can probably find a used copy for you as well.  Even if
you've worked with these materials quite a bit, the historical aspect is
interesting reading.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "Larry H." <lah...@yahoo.com>
To: "KRnet" <kr...@mylist.net>
Sent: Sunday, December 03, 2006 10:10 PM
Subject: Re: KR> "HELP" /FIBERGLASS CLOTH


> Randy, most of this stuff should be in the archives but here is a quick
lesson.
> Selvage edge=the two edges of the cloth as it comes off of a roll of
material.
> Unidirectional cloth=most fibers running in one direction off of a roll of
material/parallel with the selvage edge with some fibers running
perpendicular just to hold the main fibers in place.
>
> Bidirectional cloth=strands of fibers interwoven, some strands running
parallel to selvage edge and some running perpendicular to the selvage edge.
Some cloths have equal numbers of fibers running both directions, some have
more numbers in one direction or the other.
>
> Biaxial cloth=two separate layers of unidirectional fibers running at 45
degrees to the selvage edges at 90 degrees to one another. These two layers
are lightly stitched with crossing fibers just to hold the two layers in
place. In the old days you had to lay down one layer of unidirectional
cloth, wet it out with resin then lay down a second layer and wet it out.
This fabric is great for covering wing surfaces because when you roll it off
of a roll onto a wing the strands of fiberglass are already at two opposing
45 degree angles to the leading edge of a wing for example.
>
> Triaxial cloth=same as biaxial but has one layer of unidirectional strands
parallel to selvage edge.
>
> Flox=is chopped up cotton fibers that can be mixed with already mixed
resins to create a thick structural filler for making structural joints.
>
> Micro=micro spheres (glass balls is what I call them) mixed with already
mixed resins to form a light weight filler (like bondo).
> The fiberglass cloth is laid on the surface before the micro cures. (then
add more pure resin to wet out cloth)
> This is usually used to cover the foam surface, which is porous, before
you lay fiberglass cloth on it. The reason for this is to save weight. You
can use pure resin over foam surfaces but it will run down into the porous
surface of the foam and make your part heavier. If you use the micro mix
over the foam first it will fill the pores of the foam and save weight. You
can use micro like you would use bondo to fill low areas that you want to
level on a wing or fuselage surface. You can use micro to fill corners where
you need to adjoin (for example) a wing rib to the spar.
>
> Wetting out cloth=I usually lay the cloth onto my parts then wet out with
resin, but sometimes depending on the situation lay pieces of cloth on
plastic and wet out with resin, then pick up the whole thing and lay it on
the part, then peel off plastic. It is a personal preference as to how you
proceed.
>
> Landing gear=fiberglass landing gear legs are made from unidirection
fibers. The bidirectional or biaxial cloth are used to wrap around the leg
to help contain the unidirectional fibers from seperating or splitting
apart. It makes the leg stronger is the bottom line.
>
> Hope this gives you some directions to think about.
> Larry H.
>
>
> Subject: KR> "HELP" Q
>
>
> I have some questions on the repairs I'm doing on my KR not necessarily in
> order. What is Biaxial cloth is it the same thing that i have to cover my
> wing stubs? it says to use this on my landing gear is it necessary? . And
> peelply what is it and how do i use it!!!And i also keep seeing flox what
is
> this and how do i use it? anyway i appreciate the help I'm trying to
replace
> the foam on my wing stubs and install fixed gear!!! also do i brush out
the
> aeropoxy first then lay down the cloth or lay down the cloth then brush on
> the aeropoxy? . also what is the term wetting it out?  thank you>From:
> "randy white" <zakk_1998...@msn.com>
> >Reply-To: KRnet <kr...@mylist.net>
> >To: kr...@mylist.net
> >Subject: KR> FIXED GEAR
> >Date: Tue, 28 Nov 2006 08:42:43 -0800
> >
> >Does anybody have some pictures of the instulation of fixed gear for a
tail
> >drager!!!my instructions arent very clear!! th

KR> hiccupping

[Ed Janssen]

Just an historical note for the guys running VWs -  Back in the "olden" KR
days when most of us were running POSA carbs, we would get an occasional
hiccup - usually at cruise speed - from the VW.  The engine would keep on
running, but it did make our hearts also skip a beat. Although there was a
lot of speculation, I don't think anyone actually figured out for sure what
was causing it, but it reportedly didn't happen with other forms of
carburation.   Maybe Jim Faughn has had this experience with his POSA setup.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "countryhomeprint" <countryhomepr...@bellsouth.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, November 24, 2006 8:49 AM
Subject: Re: KR> hiccupping


> My two cents for what it is worth. Terry Teer had this problem and after
> spending weeks of trying this and that it ended up being a vapor lock in
the
> fuel line. This hic-up only happened during taxi and you could set your
> clock by it. It would occur approximately 2 minutes after beginning taxi.
> With the engine at higher rpms it would not occur as the fuel was flowing
> fast enough to not vaporize. We corrected it by placing a blast tube to
cool
> the gasgolator. It has not occured since.
> Bill Page
> boliverp...@bellsouth.net

KR> EAA SPORT AVIATION

[Ed Janssen]

Accolades all around to those mentioned in the article.  You guys are
certainly deserving of the attention.  Until you're better paid - 
many thanks for your contribution to the building of KRs!.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "Mark Jones" <mjo...@muellersales.com>
To: "CorvAircraft (E-mail)" <corvaircr...@mylist.net>; "KR Net (E-mail)"
<kr...@mylist.net>
Sent: Wednesday, November 29, 2006 2:45 PM
Subject: KR> EAA SPORT AVIATION


> Check out this issues Cover Story
> http://www.eaa.org/benefits/sportaviation/index.html
>
> Mark Jones (N886MJ)
> Wales, WI
> My Web site: http://www.flykr2s.com/
> Mailto:flyk...@wi.rr.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
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> Premium Aircraft Parts

[Ed Janssen]

In the subject line - Premium Aircraft Parts

Ed

Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message - 
From: "steve winter" <ghettoboy_98...@hotmail.com>
To: <kr...@mylist.net>
Sent: Saturday, November 18, 2006 10:30 AM
Subject: RE: KR> Premium Aircraft Parts


> Sorry Don---I didn't See the companies NAME Mentioned any where here !!
> Chris
>
>
> >From: Don Chisholm <chizmsupholst...@rogers.com>
> >Reply-To: KRnet <kr...@mylist.net>
> >To: kr...@mylist.net
> >Subject: KR> Premium Aircraft Parts
> >Date: Sat, 18 Nov 2006 11:26:02 -0500 (EST)
> >
> >just a heads up to the group that are putting together production engines
> >for their machines. Avoid this company like the plague, I got stung on a
> >complete  set of rings for an 0 235 Lycoming engine I put together and
> >contacted Barnstormers about them where I seen their adds and was
informed
> >that they dropped them because of many complaints and will be contacting
my
> >credit card company also. So beware
> >___
> >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
> s
>
> _
> All-in-one security and maintenance for your PC.  Get a free 90-day trial!
>
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> ___
> 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> More Gathering 2006 pictures

[Ed Janssen]

Netters:

Some more unedited Gathering 2006 pictures at the address below.  By
Thursday evening there were about 13 KRs on the field and another half dozen
or so were added on Friday.  So about 19 have showed up so far.  Not a whole
lot of flying went on today.  We had a very light rain shower in the middle
of the afternoon and most of the KRs were pushed into one of two large
hangers.  We'll see what develops tomorrow.

For better viewing of the pictures, use the "slide show" button.  It works
pretty good.

http://pg.photos.yahoo.com/ph/eros_62546/album?.dir=4b0bre2&.src=ph==&.done=http%3a//pg.photos.yahoo.com/ph/eros_62546/my_photos

Ed

Ed Janssen
mailto:ejans...@chipsnet.com

KR> More 2006 Gathering photos

[Ed Janssen]

I added another 100 or so pictures of the 2006 Gathering to my photo page
for a total of about 218 pictures (unedited).  Yahoo changed the format of
its photo site, so I hope everything works ok.  Use the "slide show" button
for easier viewing.

http://new.photos.yahoo.com/eros_62546/album/576460762316843265#page1

Ed Janssen

KR> Quick T-88 question

[Ed Janssen]

I have some T-88, approx a year and a half old, that remains sticky to the
touch on the surface, even after a couple weeks or more of curing.  I'm
pretty careful about mixing the proper amounts of resin and hardener.  T-88
usually seems to have a good long shelf life.  I'm wondering if humidity is
a factor or ..?  Anyone else experiencing this?

Ed

Ed Janssen
mailto:ejans...@chipsnet.com

KR> - Gathering

[Ed Janssen]

Larry,

Yep - you did.  I'm looking forward to it.  I definitely wouldn't like to do
it alone, though.  I expect it to be a lot of fun, but also a very tough
job, given the diversity and exemplary KR building skills that I'm sure will
be represented.

Ed

Ed Janssen
mailto:ejans...@chipsnet.com

- Original Message - 
From: "Larry Flesner" <fles...@verizon.net>
To: "KRnet" <kr...@mylist.net>; <kr...@mylist.net>
Sent: Friday, September 15, 2006 5:53 PM
Subject: KR> - Gathering


> If I've already asked someone to help Ed and they said yes, I apologize.
> You can shoot ME for that.  My mind isn't what it used to be.  I did
> ask you already didn't I, Ed?  :-)
> Larry Flesner

KR> elevator mass balance

[Ed Janssen]

Ron,

Did you mean this to go to over 600 netters?

Ed

Ed Janssen
mailto:ejans...@chipsnet.com


> I like you web site and good work.
> 
> Ronald R. Eason Sr.