KR> Flying milkstools and idiots

[Joseph H. Horton]

BOY AM I GLAD THAT THIS IS JUST AN OPINION. Because it surly not a fact,
N357CJ had a true airspeed of 183,6 mph @ 450 MSL the other night at 6
gph- I have never taken offence to the nose vs. tail wheel before but
your tone is absolutely arrogant
Joe Horton
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Mon, 3 Nov 2008 21:28:24 -0800 laser...@juno.com writes:
> Derek Wrote, 
> 
> "Im thinking I want to a trigear on my kr Im not really in love with 
> the
> taildragger.  Let me know if you think that would be a ok idea"
> 
> I think it's a terrible idea!  Not only will you ruin the looks of 
> the
> airplane (Look what a nosegear did to the Pacer!  Turned a graceful
> design into the butt of many jokes!) but I see that Dan says it will 
> go 5
> MPH slower.  5 MPH slower at what speed?  Since drag increases in 
> inverse
> proportion to speed, that means the higher your airspeed, the slower 
> you
> will go!  
> 
> Why give up performance and looks just for some temporary ease of 
> ground
> handling?  You'll soon get used to the conventional gear and it will 
> seem
> just as natural to you as the tri-gear does to the tricycle guys. 
> Pushing a draggy old strut around everywhere you go just doesn't 
> seem
> natural.
> 
> Mike
> 

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KR> Wing Skin Reinforcement

[Joseph H. Horton]

Glen wrote:
> In this step, prior to laying up the outer layer of CF, I will 
> put a 
> crosshatch of 3/4" wide Vee grooves in the outer layer of foam, and 
> then 
> fill those grooves with a layer of CF, which would form a grid of 
> reinforcing angles UNDER the outer skin when that is applied. It 
> seems like 
> a reasonable extra bit of work to do for some extra peace of mind.

I had to cut some grooves in the foam to get my wing back to the
exact shape that  I wanted after glassing the bottom half. These were
filled with micro and dressed up before I glassed the top. The finish was
beautiful when I got them back from the paint shop. About a month after
it was at the airport in the summer the grooves started to mirror through
the finish and the glass and have never gone away. ( I know you guys had
to have seen them) I wouldn't do anything to that foam underneath the
glass except keep it perfect and undamaged till the glass is on.

> I'm also going to add four 1/4 inch threaded inserts into the 
> top of the 
> spars (2 front , 2 rear).That allows me to  put Eyebolts into the 
> wings 
> during ground operations and lift them using a boom, thus being able 
> to 
> load, unload and attach the wings by myself without putting stress 
>
Seems like over kill also. I did one insert of a sort under each
wing to thread in a tie down, but at 48 # the wings are only just
awkward. I use a creeper that folds up into a seat with  a piece of foam
on it to support the wing for off and on and can just roll it round on
the seat.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

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KR> Wings and wheels @ Alliance Oh

[Joseph H Horton]

Hey Guys,
Just got back from a day trip to Barber field in Alliance Oh. 
Fro me it was the first real flight since the nose gear failure 3 weeks
ago. I have my original Sterba prop on and in the summer heat it is not a
stellar performer. Just to much pitch. Any way I didn't even decide if I
was going until after I had climbed a couple thousand feet this morning
and nothing went wrong. It was a nice flight out in post frontal air with
a head wind of about 15 mph. The 300 miles was done in about 2h 30 min. I
had to try 3 time to get her on the turf at Barber The 1st pass the plane
landing ahead of me took awhile to roll out and taxi to the exit. The 2nd
an ultralight that had been sitting on the side pulled out and started to
taxi down the runway just as I was flaring for touch down. I fire walled
it and made the pass on the right of him about 10 ft. above and less than
10 ft to his right just so he knew I was there.. Barber is the shortest
field I have tried and also grass. I was stopped and turned around with
abut 500 ft left.
Pete, Ron and the chapter there had a nice breakfast set up and
plenty of enthusiasm to go around. It was a beautiful day after a round
of storms that went though last night. A guy in a Peit was giving some
rides and there was some static displays. But the KR contingent ruled the
day. I got there abut 9:30 with Ken Jones and the pig arriving shortly
after. Larry Fleshner arrived around 10:30 with Mark Langford  arriving
in his style with a nice fast low pass.. Joseph Snow arrived early
afternoon with his Q2 on a trailer and the covair mounted up front. just
to show and tell. He's a better man than  me. That was a lot of work to
get a nearly completed airplane mounted to a trailed and hauled to a fly
inn for the day.
I left Barber field right behind Ken, but I just had to sneak up
from behind the guys and give them one little fly by and off for home.
The trip home was exactly 2 hours flight time burning just 4 gal/hr at
9500 ft. no tailwind but no head wind either. Unfortunately grass is not
where my plane should be. When I landed at home I heard a noise from the
front. Something had tore a chunk out of the bottom of the nose fairing.
But had a great time anyway and got to see some dear friends
I figure the 4 of us flew nearly a combined 2000 miles today to
be there for Pete's gang.
The flying and the friends really is better than the building of the
plane.

Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> not quite so fast!

[Joseph H Horton]

 I hate to be the one to point this out but Langford is fast but still 2
mph slower than the advertised cruise speed of a KR2. Maybe a coat of wax
on that primer will get him there ? We can only hope ;-0
Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

On Wed, 6 Jun 2007 16:46:03 -0500 "Mark Jones" 
writes:
> Langford, you may be fast but you can't leave me as fast as you used 
> too. Ha
> 
> Mark Jones (N886MJ)
 so fast!
> 
> 
> > NetHeads,
> >
> > For almost a year I'd been thinking that my top speed was 
> something like 
> > 168
> > mph TAS, and now with the 3100cc engine, 178 mph TAS.   But week 
> before 
> > last
> TAS and now we're close to 178.   I'm a 
> happy 
> > boy
> > once again...
> >
> > Mark Langford, Huntsville, AL

KR> Oshkosh AirVenture

[Joseph H Horton]

I'm planning on it. It may be that once in a life time thing for
me.
Joe  
On Fri, 1 Jun 2007 21:18:19 -0500 "Mark Jones" 
writes:
> How many of you guys are planning on flying your KR to Oshkosh.
> 
> Mark Jones (N886MJ)
> Wales, WI 
> Visit my web site: www.flykr2s.com
> E-mail: 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
> 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
> 
> 


Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> prop calculator

[Joseph H. Horton]

Guys a few years ago there was a web site that you inserted some
parameters and it spit out a prop size and dia and you could change one
item at a time and sort of reverse engineer it. I would like to find that
site again to use the sets of numbers that I have from 3 different props
to see if I can tweak  N357CJ performance  if I end up buying a new prop.
Thanks,

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> insurance

[Joseph H. Horton]

Well Maybe this is all true but it don't make me happy. Jones' was $ 150
less than mine the past year and now 2 more of you are saying that your
quotes are $300 less than my Quote that i just got last week, I already
raised the question with them why mine has not come down more. Maybe I
should compare history sheets to see if i am asking for more than you
guys are. With the exception of Larry I don't think that Jones, Langford.
and I are very far apart in the total time experience.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Tue, 15 May 2007 07:09:04 -0500 Larry Flesner
 writes:
> 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.
>
+

> 
> I've had aircraft insurance with SkySmith since 1998 and they are 
> good
> people to work with.
> 
> My "liability only" dropped from $600 last year to $332 this year, 
> the same
> as yours.  I guess they consider you to be $32 more responsible 
> than
> me !!  :-) My coverage is with AIG also.  The $300 I saved bought
> most of the cylinder I needed.
> 
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> insurance

[Joseph H Horton]

OK that might explain it a little. I am still a little short of 500 hours
but should top it some time around the KR gathering. So I guess I should
just pay it and shut up for the year. It did come down some this year
something like 11%. I also asked them what I needed to do to get the best
rates. Like training,or safety and the didn't really give any advice that
way.
Thanks anyway
Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

On Tue, 15 May 2007 20:12:34 GMT "Jeff Scott" <jscott.pi...@juno.com>
writes:
> Your first good insurance break should come at 500 hours total time. 
> 
> I've been insured with AIG through SWAIG in Phoenix for 9 years now. 
> 
> It started at $302/year for $1M liability with $100K medical per
> passenger (2 seat) way back then.  My renewal for 2007 was $332.  
> I'm
> over 2000 hrs total time and 1500 tailwheel, which are both supposed 
> to
> be discount break points.  I expect that I may already be at their
> lowest price with the exception of an introductory price.  Somehow
> insurance pricing doesn't seem to be consistent even from the same
> underwriter, unless of course it's the profit margin of the broker.  
> 
> 
> If you recently just crossed 500 hrs total time, make sure to point 
> out
> to your broker that you have reached a break point where you should 
> get
> a discount on your insurance.  He may have simply failed to put you 
> in
> for the discount.
> 
> As a comparison point, the cost of my parking spot has gone from
> $320/yr to $500/yr and fuel has gone from $1.85 to $4.++ or more, so 
> I
> can't complain much about the tiny amount of creep in my insurance.
> 
> Jeff Scott
> 
> 
> -- "Joseph H. Horton" <joe.kr2s.buil...@juno.com> wrote:
> Well Maybe this is all true but it don't make me happy. Jones' was $ 
> 150
> less than mine the past year and now 2 more of you are saying that 
> your
> quotes are $300 less than my Quote that i just got last week, I 
> already
> raised the question with them why mine has not come down more. Maybe 
> I
> should compare history sheets to see if i am asking for more than 
> you
> guys are. With the exception of Larry I don't think that Jones, 
> Langford.
> and I are very far apart in the total time experience.
> 
> Joe Horton, Coopersburg, PA.
> joe.kr2s.buil...@juno.com
>  
> On Tue, 15 May 2007 07:09:04 -0500 Larry Flesner
> <fles...@verizon.net> writes:
> > 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.
> >
>
+
> 
> > 
> > I've had aircraft insurance with SkySmith since 1998 and they are 
> 
> > good
> > people to work with.
> > 
> > My "liability only" dropped from $600 last year to $332 this year, 
> 
> > the same
> > as yours.  I guess they consider you to be $32 more responsible 
> > than
> > me !!  :-) My coverage is with AIG also.  The $300 I saved bought
> > most of the cylinder I needed.
> > 
> > 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
> > 
> > 
>  
>  
> Joe Horton, Coopersburg, PA.
> joe.kr2s.buil...@juno.com
> 
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> Post photos, introductions, and For Sale items to
> http://www.kr2forum.com/phpBB2/index.php
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
> 
> ___
> 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
> 
> 


Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> Personality changes.

[Joseph H. Horton]

 Darren,
I am sorry to inform you that is pretty much the normal
progression of the virus. Although there is a cure it is pretty far off
for you . For Me, I got up for work at the normal time, got to the office
way early and the airport being only a 1/2 mile away I went flying in the
early morning sunrise. Unfortunately it is the only known cure and has to
be done regularly to maintain mental health.
Sorry 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

> Whilst on the subject of the stability of my mind right now, is it 
> normal to
> wake in the morning with KR thoughts pulsing through your mind and 
> during
> the day do you get ideas on design changes for the KR because a 
> curve in the
> road reminded you of the curve of the fuselage?  How about noticing 
> a VW
> with a hot engine but failing to notice the hot babe driving it.  I 
> know
> that the last thing on my mind before sleep tonight will be the KR 
> and I
> will awake tomorrow, one day closer to the weekend.
> 
> BRING ON THE WEEKEND!!
> 
> -- 
> Darren Crompton
> AUSTRALIA
> 

KR> really bad morning

[Joseph H Horton]

Well it was bound to happen I guess, We were suppose to have rain
all day and I woke up to clear blue and light north wind. So off to the
airport for a morning flight that I love so much. They have been working
on the site development for the past 2 months and in doing so had to put
4 storm lines across the runway which was done at night and patched with
blacktop. The patches had not been to bad but this past week I noticed
that they were getting a little rougher. I taxied to the departure end
and had to wait awhile for warm up when I was waiting I had opened the
canopy a little bit for some air to move through the cockpit. When then
engine hit temps I called departure and headed down the runway. Soon
after hitting full throttle I remembered the canopy latches and reached
over the lock and quickly changed my mind and decided to abort take off.
I reduced throttle and started applying brakes ( probably@ about 50 mph).
All this at just about the same instance that I hit the first pipe
crossing. There was a loud bang and bounce up on the nose  and then the
sudden nose drop to the pavement with the prop disintegrating instantly.
Throttle was already at idle and brakes already applied. There was the
loud grinding as the plane slid to a stop ( about 75 yards), I was
certain that it was the bottom of the new cowl sanding itself down. I
shut off fuel and master and then ignition switch al befor I had stopped.
I am not positive if  the engine quit at prop struck or was still
running. I think running because I seem to remember some shaking. 
There was not a soul around so I got out and pulled her off the
runway. I ended up only a few feet from the turn off. As it turned out
the nose wheel busted completely off shearing the pivot bolt off clean at
the weld. The nose strut failed and folded at the vertical bend directly
above the nose wheel but thankfully it kept the cowl, spinner and exhaust
pipes off the ground. The visible damage is limited to the strut and
hardware and the nose wheel fairings.
I don't know how long I will be out of commission. This just was
not in the budget for the summer. 
Have to go back to the airport now , I just got a call from the site
contractor, actually a good friend so i guess someone saw what happened.
This probably means a report to write to the authorities. 

Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> Re: really bad morning

[Joseph H Horton]

Guys,
I'm back from the airport again, I met with the manager and the
site contractor. But first let it be known that I accept full
responsibility for me and my  plane. I am not going to act stupid, I am
more aware of the conditions of the runway and the hazards of the work
going on there than anyone. Supervising work such as this and more is
what I do.
We walked the run way and can see that the events are pretty much
as I had stated. There is one short white mark several feet before the
patch and I think that the tail hit there and the strut dug in several
feet past the patch. The strut dug in after the main pivot bolt broke and
dropped the nose wheel off. I didn't check for damage under the plane to
see if the nose wheel hit anywhere else.  The prop did not strike until
several feet after that. I could tell that it was at idle as the tick
marks from the prop were about 6 inches apart directly on the drag mark
of the nose strut. It ran a lot longer than I thought as the prop strikes
continued for a good 50 yards as the prop got smaller and smaller. 
Funny thing is it all occurred as I had once imagined that it
might happen  when I was working on the nose wheel and realized that
there was a single point familiar possible.
Any way thanks , but no lawyers or claims. The contractor may or
may not offer me something and I may or may not accept that either. There
is a lot more than usual involved here. We do millions of dollars of work
with this outfit (They are one of the best there is). The foreman is a
personal friend and the contractor has a pretty tough outlook on foreman
that are held accountable for mistakes on a job. I won't put him through
that either and he is already upset enough, more than me. Actually it was
probably best all the way around that this happened to me and not some
other plane. I'm willing to bet that the final repairs will be done by
the middle of next week on the runway. I told them all that I would have
much rather donated a $1000 towards resurfacing of the runway which is
truly needed and not in the scope of work at this time. Any way how many
of you guys can say that a contractor would ask you when you wanted go
flying so they didn't have the runway closed for ya. It is nice to have
friends.
Thank you all for the best wishes and I won't be down for long and start
boring you with don't you wish you were there stories. Which BTW I had
put close to 30 hours on her in the past month.
One last thought -- h I did install the tail wheel blocking
when I built her

Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> flying

[Joseph H Horton]

Well Guys,
 It is hard to describe the thrill of going to a hanger and just
pulling out your very own plane, firing her up with no squawks, departing
into the morning sky just to lazily buzz around for over an hour and a
half, slow flight of 130mph, burning about 4 gal an hour at 2700 rpm.
Just spent the time sight seeing at 1500 to 2500 ft (starting to get more
used to being low). Really, just a good time (actually pretty orgasmic) 
Landed with just over 170 hours on N357CJ (as good of a bird as I ever
dreamed of).
 Where are all you guys at?
Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> No Progress

[Joseph H Horton]

 "Dan Heath"  writes:
> I made a small change to the intake manifold and got to check out 
> the
> results today, and there was no change.  I am considering flying it 
> with the
> disparity in the mixture, but not sure yet. 
> 
Dan 

we all  probably have and just didn't know it. About the only
difference is that you know. 
Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR> Canopy coating

[Joseph H. Horton]

On Sun, 29 Apr 2007 19:36:01 -0700 "Lee Van Dyke" 
writes:
> Can anybody remember or have first hand experience if you can use the 
> coating on a canopy for masking for paint??
> 
> Lee Van Dyke
I know one guy that got paint on his and it took him a week or
more to pick the coating off a 1/4" at a time.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> some flying

[Joseph H Horton]

Guys,
It has been pretty nice around here most of the week but this
working to live thing has really gotten in the way of good clean
wholesome fun (namely flying). On my way between jobs today took me right
by the airport and I just couldn't help myself. I took 357 CJ out for a
45 min joy ride. I flew around at just over half throttle, good for about
125 mph and tooled around the neighborhood  burning just around 4 gph.
The visibility and the view was great today and I did something that I
rarely do and that was to fly low even though there was no ceiling to
stay under. Most of the flight was at 1500 or just a 1000' agl. A little
bumpy at times but all and all just a nice time to relax and enjoy. Yea, 
I did go back to work just had to stay a little longer to finish what
needed to be done. 
 Spring is finally here and is it ever fun.
Joe Horton
Coopersburg, Pa.

KR> SNF

[Joseph H Horton]

Guys,
I think that I got my fix of flying in this weekend. I left
Friday morning from KUKT at about 6:20 local. Blessed with clear skies
and a 20 kt tail wind I was at KCUB in just 3 hours ( over 500 miles)
after fueling up and a short visit with Dan Heath I was on my way again.
although by now clouds had built in and I had to stay below which was
only about 2500 ft. I got beat around pretty good and ran around a couple
 rain showers but still with a good tail wind I arrived for my first fly
in to SNF for a total of 970 miles in 5 hours and 40 min. The fuel burn
was good the first half of the trip at about 4.5 g/h at 8500 ft but more
like 6 g/h down low fro a grand total of 36 gal. 
 After having a couple good days of fun I got out of Lakeland
just before 8 am and thankfully found that the winds aloft were in fact a
head wind but very light. Most of the way it was only a couple kts except
over North and South Carolina where it was abut a 15 mph head wind. I
went for the marathon flight on the first leg arriving at KDAN in 4 hours
and 5 min and burning 21 gal @ 9500 ft.  made a quik stop out of it and
finished up in another 2hr and 40 min to complete the 970 mile return
trip. 
Now I'm tired.
Keep building , I flew over 800 miles today with out a cloud in the sky.
Joe Horton
joe.kr2s.buil...@juno.com

KR> Friday question

[Joseph H Horton]

Guys,
I wanted to ask this for awhile now. Why is it called a hanger
and not an airplane garage  Someone asked me and I couldn't answer.
Joe Horton
joe.kr2s.buil...@juno.com

KR> advertising KR's

[Joseph H Horton]

Guys, 
Just for fun all the places around town that are popping up with
computer stations and free internet access (like burger king) I have been
pulling up the 
http://www.krnet.org/  and leaving my picture up on the screen when I
leave. I just found out yesterday that one of my high school friends that
I only see every 4 or 5 years has followed some of my miss adventures on
the net.  I figure what could it hurt to let people know how much fun we
are having.
Joe Horton
joe.kr2s.buil...@juno.com

KR> transponder

[Joseph H. Horton]

 Bob, 
Just to be fair I have the exact set up, but if the upgrade is
not done on the transponder it can go out at any time and it will. They
fixed mine under warranty after 3 years but it could cost a couple
hundred dollars if it is not done by warranty.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com


On Mon, 26 Mar 2007 21:58:17 -0400 "Bob Glidden" 
writes:
> Netters
> I thought I would throw this out if anyone is interested.I have a 
> friend that has a Microair transponder and Ameriking Encoder that he 
> is trying to sell.It is actually packaged in a nice carrying case 
> with a battery pack.I have pictures if anyone is interested email me 
> off list.The combo sells for $2015.00.I think he wants $1500 for it 
> all.
> 
> Bob Glidden
> Eminence,Indiana

KR> transponder

[Joseph H Horton]

On Tue, 27 Mar 2007 13:51:21 -0400 sisso...@mac.com writes:
> Joe,
> 
> Please elaborate on the upgrade and why it is necessary.
> 
> Bob Sisson
> 

Guys,
All the details escape me after a year but as I recall it had to do with
interrogation by mode S facilities. Basically the unit became overwhelmed
by this and confused and shut itself down. Any unit that has at least
revision 7 done to it should be good to go. Mine has operated just fine
since I got it back. In fact it was repaired by the state sides dealer in
Erie Pa. and I had it sent and returned in 4 or 5 days.
Joe Horton

KR> Safety check item

[Joseph H Horton]

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. This can not be identified with the
weight on the nose gear. It has to have the nose raised and all the
weight taken off to be able to detect the movement at the firewall. In
all fairness I had an occasional front wheel shimmy and I found this
defect while working on the shimmy problem. The hole elongation is
vertical only not laterally.
Joe Horton
joe.kr2s.buil...@juno.com

KR> Safety check item

[Joseph H. Horton]

Russ et all,
I had to think about this for a couple days and decided that this
is not what I would or am going to do. The only way that I see a sleeve
being an advantage is if it was long enough to be in the metal plates on
each side of the wood. Other wise the sleeve in the wood alone would have
2 places for movement to start. One location being the sleeve to wood fit
and the other being the clearance around the bolt through the sleeve. The
way mine will be repaired is the top 2 holes will be reamed out to take a
1/4" bolt and the bottom 2 holes which are too close to the floor board
to drill out will remain AN3 embedded with flox. I always did have a
backer plate on the cockpit side of the connection. I really think that
the occasional shimmy as well as the 4.5 g landing a year and a half ago
are the case and contributing factors for the elongation of the wood
holes. I'm slightly better at landing now and (I only scare me not
passengers) I have replaced the strut with a new one.
Still a location that should be checked with the annual.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Fri, 23 Mar 2007 03:13:19 -0800 "Russ Kendall"
<rkend...@bendbroadband.com> writes:
> Hi Joe,
>I wonder, could a guy drill these out and epoxie in some steel 
> or
> aluminum sleeves to run the bolts through?
> Russ
> - Original Message -
> From: "Joseph H Horton" <joe.kr2s.buil...@juno.com>
> To: <kr...@mylist.net>
> Sent: Tuesday, March 20, 2007 2:56 PM
> Subject: KR> Safety check item
> 
> 
> >
> > 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. This can not be identified with 
> the
> > weight on the nose gear. It has to have the nose raised and all 
> the
> > weight taken off to be able to detect the movement at the 
> firewall. In
> > all fairness I had an occasional front wheel shimmy and I found 
> this
> > defect while working on the shimmy problem. The hole elongation 
> is
> > vertical only not laterally.

KR> mixtures?

[Joseph H. Horton]

Guys,
Actually try this one as I have personal experience with great
results on the corvair.(www.tornado-fuelsaver) My exhaust temps at cruise
are typically within 30 deg. of each other and all cylinders have a very
consistent color on the plugs as well as the exhaust pipes. I have about
50 hours with the tornado installed behind the carb directly and I am
very happy with it and it will stay installed. I do not see the hp or
fuel economy they advertise but I was only after the improvement in
mixture anyway.
Somewhere in their web site I had found a page that you can order
directly by size instead of the car model and engine size.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Mon, 26 Mar 2007 13:21:39 -0400 "Colin Rainey"
 writes:
> Dan
> Based on what Brian said I agree that may be some of the problem. I 
> see a
> complete 180 for the 2/4 side where as the 1/3 side has a straighter 
> shot.
> Try using this:
> http://www.turbonator.com/index.html
> This should get a good swirl going and even out the mixture 
> available for
> all cylinders.
> If you still have a problem with 3 running that rich, look at that 
> cylinder
> specifically: compression, valve seating, intake valve hanging open, 
> etc...
> 
> Colin Rainey
> brokerpi...@bellsouth.net
> 

KR> aluminum

[Joseph H Horton]

 How about 4 x 4  or 3 x 4 and cut the one leg down to the required size.
Although I don't know if any of these sizes are available.
Joe Horton
joe.kr2s.buil...@juno.com

On Tue, 13 Mar 2007 18:22:47 -0400 Keith and Martha Crawford
 writes:
> Hi all
> 
> I hate to revisit this topic but here it goes.
> 
> 
> I am to that point where I need that 1" x 4" x 1/8" inch 6061, I 
> have  
> called wicks, airccraft spruce, and all the local venders and  
> nothing. What do I do next?
> I thought about bending my own but wick doesn't have a .125 6061  
> sheet "and thats the sheets!"
> 
> Any suggestions?
> 
> 
> Keith and Martha Crawford
> mar...@simerson.net

KR> Turn and bank coordinator

[Joseph H Horton]

Guys,
Just a little info to tuck away for your future problems. I have
what was a brand new Falcon electric turn and bank coordinator. Some 
time last summer it quite operating for awhile and then worked for a
short time and quite again. The flag indicated it always had power. I
finally got around to pulling it out of the panel and contacted Falcon to
return it for repairs. It has been out of warranty for a couple years and
I fully expected to not have the instrument for several weeks and supply
them with some sum of money. When I spoke to the lady that answered the
phone and described the problem she told me that it was just probably
dirty and to go ahead and clean it myself. The instrument comes apart
with 1 screw on the back and then it was just a matter of cleaning the
armature and the brushes with a Q-tip and alcohol. I did blacken 4 Q-tips
cleaning it up and you have to be very gentle with it to not bend or move
any of the small things in there, but it is a consumer doable job. I put
the instrument back in the panel tonight and it started right up. 
I think that is the first think that got done on my winter to do
list with only a week left until spring.
Joe Horton
joe.kr2s.buil...@juno.com

KR> Rand Robinson??? Just my view.

[Joseph H. Horton]

 OK Guys,
Your flattering yourselves to think no one has thought of that or
tried it before and it apparently is not in the cards for now and may
never be. You certainly are not taking into consideration any sentimental
value that this airplane design has to Mrs. Robinson.
A little less typing and a little more discretion may be in order
here.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

> Last, I offer a resolution.  In an ideal world the plans should be  
> sold or 
> turned over to those who keep the design alive.  Those who show up  
> at the 
> national meet with a flying airplane are the people I speak of.  If  
> it wasn't for 
> these people the design would have ended up like so many  other 
> designs, just 
> a memory.  The plans could be purchased from a group of  KR 
> enthusiasts with 
> updates being done on a regular basis.  If Jeanette  wants to stay 
> in it for 
> the $$, give her some of the proceeds from the  sales.  I think 
> everyone 
> involved would benefit.  Those who are  wanting plans could get them 
> right away, 
> Jeanette would get her money, and the  design would improve through 
> updates from 
> knowledgeable people.  
>  
> Thank you to those have put so much of themselves into the KR  
> design.
>  
> Kevin in Missouri

KR> The 3100cc engine. EIS?

[Joseph H. Horton]

Guys,
I finally got to fly again last evening for an hour. I was
surprised a little by how unorganized I was or felt in panel scan to
watching out the window  but flying wise I felt fine. Anyway I used the
time to try and duplicate as best I could Mark's full throttle numbers.
At 2200 ft  and 3000 rpm I calculated 151.2 mph TAS and at 7500 and 3230
rpm I had 168.5 mph TAS. My engine is running fine and the exhaust span
between all cylinders stayed between 30 and 50 deg. I have mentioned
before that I have some abnormality going on that I will figure out some
day but my max rpm may only be 3230 with most days it being 3350 rpm. At
the 3350 rpm it has always calculated out to 171.5 mph TAS I just don't
know where the extra rpm goes away to. It could be as simple as the
throttle cable flexing and not getting full rpm. 
All and all I am still very happy. I can still fly around with
Mark and Dan with out them becoming a speck to quickly. 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Fri, 09 Mar 2007 23:34:50 -0500 "Ron Milan" 
writes:
> Mark:  Thanks for the data.  Seems that the figures are very similar 
> to Dan 
> Weseman's Cleanex. Your Vair powered KR and his Vair powered Sonex 
> (both 
> 3100 "big Boy" engines) have about the same net weight and 
> apparantly nearly 
> the same drag.  The performance data are extremely close!  The sonex 
> is one 
> of the air frames that I am considering.  Both of these plains are 
> very low 
> drag excellant low wing performers and ironically both were actually 
> 
> designed around the VW power plant.  What type of air strip is 
> available at 
> your Father's farm?  How well does your KR set down on grass field 
> landings? 
> Stay in touch and Thanks Again!  Ron
> 
> 
> > Ron Milan wrote:
> >
> >> Hi  Mark: Glad to hear the "big boy" is up and running!  When you 
> get the
> >> opportunity, I would appreciate you shareing some fuel burn data 
> on the
> >> "big
> >> boy" verses the standard Vair.
> >
> > I had a nice flight to my father's farm yesterday and have two 
> spreadsheet
> > files that I'll post this weekend.  But here are a few quick data 
> points:
> >
> > WOT at 7500' turning 3600 rpm and burning 6.5 gph showed 151 mph, 
> or 170 
> > mph
> > TAS (I guess this is "75% power cruise speed")
> > WOT (wide open throttle) at 9,500' turning 3500 rpm and burning 
> 6.2 gph
> > showed 141 mph, or 164 mph TAS
> > thottled back at 10,500' to "economy cruise" at 3000 rpm burning 
> 3.8 gph
> > showed 118 mph, or 140 mph TAS.  That's 37 mpg, same as the 2700cc 
> engine.
> > That makes my Volkswagen look like a gas hog...
> >

KR> Sun N Fun

[Joseph H. Horton]

 I have not seen a word on anyone planning on Sun N Fun for this year. I
have April 19 to 22nd set aside to get there and get back home. Anyone
made any plans?
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> 3100 cc

[Joseph H. Horton]

> 
> Mark Langford  wrote: The 3100cc "Big Boy" Corvair 
> is up and running! 
> Finished it up on Saturday, installed it Sunday afternoon, and I'd 
> have 
> flown it before sunset if the windsock hadn't been sticking straight 
> out and 
> been trying to unscrew itself from the ground.  But I did get about 
> 10 high 
> speed taxi runs in.  There were no giant puddles of oil anywhere, it 
> idled 
> smoothly, would do 2950 rpm static, and it's full and ready to fly 
> on 
> Wednesday when I get back from Minnesota.
> 
> #
> 
> I can hardly wait for the #'s. : )
>   
I can wait, Gosh Mark take your time and enjoy all that Minnesota
has to offer. Isn't there someone there you need to visit. I hear a
person could get snowed in for weeks there. I hope that don't happen to
you! ;-o 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> YEEEEEEHAAAAAAA, Unbelievable!!!!!

[Joseph H. Horton]

Great to hear Jaco. Soon you will be on your own and really whooping it
up.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Sat, 3 Mar 2007 08:34:03 +0200 (GMT+02:00) Jaco Swanepoel
 writes:
> Hi Guys,
> I became a KR pilot today. Piet and I took off on runway 11, left 
> out, reached circuit altitude on late crosswind and all of this at a 
> gross of 1350lbs. We flew overhead the field for 43 minutes. I made 
> some steep turns, dive and pitch recovery and Piet threw some yaws 
> my way by playing with the rudder. I managed to control everything 
> he threw my way. To end the exercise, I had 10 minutes of fun 
> flying. Our next flight is on Tuesday morning. I can't wait.
> YEEHA!
> 
> Jaco Swanepoel
> KR2S, ZU-DVP
> Pretoria
> South Africa
>

KR> The 3100cc engine. It's baaaaaack...

[Joseph H Horton]

 Aaw, That's alright. I'm glad that it is showing the true
potential. I still think that you need to get my Sterba on there. It will
knock the crap out of your RPM numbers but I think you will see every bit
of the speed and the climb will only reduce marginally. Fuel consumption
would drop at full throttle also with lower rpm. Your probably thinking
you like the rpm range for the power curve it gets you to. All trade
off's. I guess I should tell you that it is dangerous to fly in Alabama
without wheel pants.
Joe
On Sat, 3 Mar 2007 22:10:32 -0600 "Mark Langford" 
writes:
> The "new" 3100cc engine works!First flight was on Wednesday, 22 
> takeoffs 
> and landings on Friday, ending with a 15 knot crosswind landing on 
> my home 
> 40' wide strip , and another two hours today with landings at four 
> different 
> airports.  Life is good, once again.  See 
> http://home.hiwaay.net/~langford/corvair/phoenix/ for the gory 
> details...
> 
> Sorry about that Joe...
> 
> Mark Langford, Harvest, AL

KR> now Tomahawk- of subject

[Joseph H. Horton]

 I have about 20 hours in a Tomahawk and I only stuck with it just
because I will not be defeated. I hated climbs in it because it would
hunt for direction and landings were not the most fun either but I did
get it down pat and then stopped flying it.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Tue, 20 Feb 2007 20:30:30 -0600 "Mark Wegmet" 
writes:
> Rumor has it that it was called a "Trauma-hawk" because it was "spin
> friendly". :-)
> 
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On 
> Behalf
> Of Dave Arbogast, CISSP
> Sent: Tuesday, February 20, 2007 11:46 AM
> To: KRnet
> Subject: Re: KR> Thrust Line issues
> 
> Funny, my instructor called them the "Trauma - hawk" because of the 
> T 
> tail being less responsive to prop wash when you need it the most - 
> 
> stall recovery.
> 
> Raising the trust-line I would think increases the loads on the 
> upper 
> half of the firewall. Maybe not enough to worry about, but I sure 
> like 
> the idea of more ground clearance for the prop.
> 
> -dave
> 

KR> Fuselage length

[Joseph H. Horton]

Randy,
I am not sure that it is a consensus do that to the 2S plans. It
seems that is a wording that is being carried through from a time when
the first KR2 was stretched until the 2S plans came out with the
additional bay added. Then if I am not mistaken Mark Jones is the first
one that I can think of that addled more space to the fuselage simply to
fit his natural born airframe. Randy, your about my size and you are only
going to add time, labor, and anxiety to the project. I'll be down and
give you that ride. Then you can judge for yourself. 
As for the tail feathers- you could go ahead and do the airfoil
shapes. making it larger does not seem to matter to me. That may be what
you might be comfortable with. I have flown with Bill Clapp and Mr.
Langford with airfoil stabilizers and don't see any real difference from
mine with stock tail feathers. I think the difference comes with the
incidence that the stabilizer is set to.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Tue, 20 Feb 2007 22:30:12 -0500 "RANDY POWELL"
 writes:
> Having read through the archives researching the fuselage length for 
> a KR2S it would seem that the consensus is to add two inches in 
> front of the front spar and 14 inches behind the rear spar.  Is this 
> still the generally agreed way to go?.   Also if lengthening the 
> fuselage in this fashion is the trend to go with the new wider 
> elevator and new airfoil or stick to the stock elevator width and 
> use the new foil ?.
> ___
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Waiting for the plans...

[Joseph H. Horton]

 My memory my be a little foggy, but I don't think I had a great
deal of the plywood left over and for widening  it my require some very
juditial layout on the sheets before you start to cut it up. But by all
means you could order the kits because they won't get there as fast as
you may want either. You can always start by building the table.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Thu, 15 Feb 2007 17:40:37 -0700 "Nick Brennan"
 writes:
> Since it is going to take a while for the plans to come in (they 
> still 
> haven't cashed my check yet, its been a week...) I wanted to see 
> about 
> possibly getting the stuff I need so I can start right away, so I 
> have some 
> questions for y'all that have already begun/finished.
> 
> I will be widening the fuselage to 40", but I want to make this as 
> easy as 
> possible by using the kit parts as much as I can. I see the group 1 
> stuff is 
> made up of
> 1) Spruce Kit
> 2) Plywood Kit
> 3) Wing attach fittings
> 4) T-88 Structural adhesive
> 
> I know I'm going to need the T-88 and the wing attach fittings 
> should remain 
> unchanged, but can I order the spruce and plywood kits, or is that 
> something 
> I'll need to build myself since I am widening the cabin?
> 
> - Original Message - 
> From: "Randy Smith" 
> To: "KRnet" 
> Sent: Thursday, February 15, 2007 5:25 PM
> Subject: Re: KR> Raising the Thrust line 5 Inches
>

KR> My Baby Can Fly

[Joseph H. Horton]

Jaco,
Congratulations on getting her off the ground tor the first time.
If you think that was a good feeling wait until you take her up for the
first time yourself.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Tue, 6 Feb 2007 08:34:50 +0200 "Jaco Swanepoel"
 writes:
> Hi Guys,
> This morning at 06h20 my baby got her wings. My test pilot, Piet 
> Smit, took
> off on Runway 29 at Wonderboom. He rotated at 70 mph, kept her low 
> over the
> length of the runway and accelerated to 110 mph at which speed he 
> pulled her
> up and flew overhead the airfield for approx 15 minutes. WHAT AN 
> AMAZING
> FEELING!
> 
> Thanx to everyone in the kr family for all the support and advise 
> over the
> last two and a half years that made it possible to realize my 
> dream.
> 
> Best Regards,
> Jaco Swanepoel
> KR2S, ZU-DVP
> Pretoria
> South Africa

KR> Diehl Aeronautical

[Joseph H. Horton]

I've talked to him a number of times in the past few months and received
a new nose strut just before X-mas. He was healthy and happy up to then.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Thu, 18 Jan 2007 20:45:14 -0500 "Myron \(Dan\) Freeman"
 writes:
> Yes, that's the one. OK,well, his price list was last updated 
> 01/01/01. Is 
> he still in the KR business?
> 
> Regards
> Myron (Dan) Freeman
> Indpls, Ind. 46203 USA
> mfreem...@indy.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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Re: CorvAircraft> Corvair College

[Joseph H. Horton]

I hate to correct Mark about his own plane but my under standing
was that Marks's balance started out worse than mine and Phil's by 4
times but ended up near perfect at .004inches/second. Mine and Phil's
ended at about .028 inches/second knowing that anything under .030 is the
threshold for Arnold to consider the job correct.
Our planes are still in Florida but we are home safe. Even if I
could have gotten home without rain yesterday the surface winds would
have destroyed me for sure.
Joe Horton 
On Sun, 12 Nov 2006 21:09:51 -0600 "Mark Langford" 
writes:
> VairHeads,
> 
> This is a quickie report (I'll let others fill in the details), but 
> I'm back 
> from another excellent Corvair College.  The new format of WW 
> building an 
> engine from start to finish with a running commentary was excellent, 
> 
> resulting in a great education for engine builders (see 
> http://home.hiwaay.net/~langford/corvair/cc2006/061112326m.jpg ). I 
> wish I'd 
> listened in on more of it, but also enjoyed talking to other pilots 
> and 
> engine builders.  I met some more great folks, as usual.  I'm sure 
> Grace 
> will work up a web page when she gets a chance.  Those of you who 
> missed it 
> really missed a good one!
> 
> Those who noticed the exhaust leak on my number 4 cylinder may be 
> relieved 
> to know that I made it back without succumbing to carbon monoxide 
> poisoning. 
> I had a 40 mph headwind much of the way on the way back (and it 
> would have 
> been worse had I gone to my usual 10,500'), so it took me 5 hours of 
> flying 
> to get back home, although the weather was great otherwise. I 
> occupied 
> myself with some testing at 7500', since it was a 59 degree OAT day. 
>   Based 
> on what I learned today, I'm about ready to claim 162 mph as my 
> "cruise" 
> speed at 75% power.
> 
> Something I'm on the hook for is a report on how the 
> engine/prop/spinner 
> balancing went.  Ever since I put my homemade spinner/backplate on, 
> I've 
> wanted to have it balanced.  Arnold Holmes hooked up his vibration 
> equipment 
> and measured the vibration levels on my engine.  He started out at 
> something 
> like .500 inches/second (don't ask me to explain this) and ended up 
> around 
> .040" (I believe it was).  I was skeptical that I'd see much 
> difference, as 
> I already thought it was a pretty smooth engine.  Once settled in at 
> 
> altitude on the way back, it was absolutely amazing how smooth it 
> was.  I 
> balanced  a little flashlight on end on top of the panel, and it 
> stood there 
> for two hours until I dropped down into the turbulence to land at 
> M38.  The 
> exhaust pulses on the bottom of the plane are now the primary source 
> of 
> vibration, not the engine.  It feels so much better that I flew the 
> last 
> hour with the engine wide open, and it was really singing.  It was 
> less 
> buzzy and really felt happy at any rpm.  This is a real improvement, 
> and I'm 
> not just saying that.
> 
> Other news is the cat's out of the bag on how bad my landings really 
> are, at 
> least with a passenger and full fuel.  Fifty witnesses at least.  
> Nobody saw 
> the squeaker on this end, however...
> 
> Mark Langford, Harvest, AL
> see homebuilt airplane at http://www.N56ML.com
> email to N56ML "at" hiwaay.net
> 
> 
> 
> 
> _
> search the CorvAircraft archives at 
> http://www.maddyhome.com/corvairsrch/index.jsp
> to UNsubscribe from CorvAircraft, send a message to 
> corvaircraft-le...@mylist.net
> Other CorvAircraft list info is at 
> http://www.krnet.org/corvaircraft_inst.html
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> prop balancing

[Joseph H. Horton]

On Mon, 13 Nov 2006 22:57:29 -0500 "Brian Kraut" 
writes:
> So what was done to improve the balance?
> 
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com 
> 
>
There was an accelerometer attached to centerline of the engine
and a laser tach hooked up to read the prop. After an initial run up to
2200 rpm the computer analyzed the vibrations and with a degree wheel
over the spinner it told him where to place a certain amount of weight.
He accurately weighted each washer bolt or nut with a small gram scale
and put washers under the closest spinner screw. Then another run up and
another try until it was in tolerance. He then removed the spinner and
placed bolts nuts and washers through drilled holes in the spinner bulk
head to replace the temporary washers under the spinner screws. Then
another run up to check and additional washers under a screw to bring
back in tolerance. One last run up to give a finial reading with
everything complete. At least 6 run ups were required and it took about 1
1/2 hours to complete. 
I'm very sorry to say that I can not comment on the value yet but
I will when I get to fly her.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> flying hours

[Joseph H. Horton]

 Mark wrote:
, but what's been clear to me for a while now is 
> that when 
> it's cold outside, running carb heat improves mixture distribution 
> and fuel 
> economy, at least at 10K' where it's cold.

I had noticed that there was some effect last winter with partial
carb heat, But I never have kept things the same long enough to make any
real correlations.

> 
> I really need to put some wheel pants on my plane soon, but the next 
> time I 
> expect crappy weather for a few days I plan to extend the gear leg 
> brackets 
> 3" to see what that'll do for landing speed.  And there are several 
> other 
> lists a mile long.
. 
Get the wheel pants on so you can do what I did this morning --
Dig a pound of dirt and grass and crap out of the insides of them
> 
I'm going to try to get out early today. The newly repaired
transponder is not reporting altitude for some reason. If I can't get it
fixed today I won't be able to go above 10K to try to call ya on the
radio.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Re: CorvAircraft> intake testing

[Joseph H. Horton]

On Tue, 7 Nov 2006 16:46:26 +1100 "Martindale Family"
 writes:
> Good news Joe, a little baffling goes a long way and the fact it has 
> markedly altered things means you are on the right track in my 
> remote down under view. A couple of things:
> 
>   a.. Make sure no bits of metal will come off that tornado thing.
>   b.. Has it reduced your max MP at all.
>   c.. Check out the EGTs at various throttle settings.
> Those EGTs seem pretty close now which ought to mean the mixtures 
> are close also.maybe as good as you will get. Interesting that 
> your lowest and highest are in #4 and #6, ie., next to each other on 
> the same side. 

I may very well make a new splitter for the back of the carb over
the winter. But if the results so far prove out i have other things
higher on the priority list.
The #4 and #6 I am thinking that #4 is simply taking the little
extra fuel because it is physically closer to the source  and it is
robbing the # 6 of just a little bit. I think it is a very little bit of
difference.
   MP is something that i don't have an instrument for. The only
thing that i can say is the rpm in climb at 80 mph indicated (this is
what I always try to hold) has increased  by 10 to 20 rpm. It was 2990
rpm last night. And cruise has increased the rpm also by the same amount.
3350 to 3360 was tops and last night it toped out at 3380 rpm. One thing
to note is I can feel (call it seat of the pants )the change in the
engine as it leans out. I have not found the max lean temps yet. I will
be continuing to check temps and settings over a set range of rpm's and
let you guys know weather you want to know or not.
One other observation is that taking information to early in a
flight is not completely accurate, It seems to take about 20 min of
flying for everything to stabilize on what will be the operating temps
for that flight
Still i have a good feeling about this simple mod and my
confidence level in maintaining and understanding my engines health has
jumped to a different level 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Engine compression loss

[Joseph H. Horton]

Good theory, but I don't think I can subscribe as I fouled one cylinder
on the way to the gathering a few weeks ago and yes I knew that something
was not right from roughness, as far as a major power loss that just did
not happen. I don't believe I lost more that a few hundred rpm and
certainly could have sustained flight if I would not have been landing at
the time anyway. One push of the button on the EIS confirmed that the #2
cylinder was completely cold. Exhaust temp was about 400 and head temp
was rapidly dropping well below 200.  I was not worried in that it was
producing plenty of power even for a go around if needed but I didn't
like it either. In my case i had reduced throttle and caused a rich
condition that actually seemed to flood the # 2 cylinder that I caused by
miss using the mixture in the much colder weather conditions after
summer. I was able to reproduce this condition in cruise and quickly
learned how to manage it. After getting back home I readjusted the Aero
carb for winter mixture and the problem is gone. 
No help for Mark here just an example how many different things
could happen.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Mon, 23 Oct 2006 15:08:55 -0400 "Colin Rainey"
 writes:
> Mark and netters
> Losing the #5 intake valve would cause the air fuel mix that entered 
> the
> cylinder to be expelled back into the intake head area, causing the 
> next
> intake of either #1 or #3 to be very complete as it would 
> temporarily act
> similar to a form of boost, making pressure in the intake. At lower 
> rpms it
> might possible cause the next cylinder to have a lower charge due to 
> the
> reversion of the flow, but the third in the series would be 
> unaffected. At
> higher rpms, this would be negligeable. Since #5 was making no 
> compression,
> the engine would have to lug the mass of piston around as well as 
> making
> power to run, so it would affect power by more the 1/5, more like 30 
> to 40%.
> You would also feel a very pronounced missing due to the dramatic 
> difference
> between a cylinder that makes decent power and then the dead one.
> 
> My opinion about the progression of your problem is that you began 
> to run
> rich due to the carb issues, the associated carbon buildups resulted 
> in hot
> spots in the cylinders, which lead to pre-ignition and detonation, 
> which
> damaged the head area immediately around the intake valve.  The 
> carbon
> buildup would act like little matches lighting off the fuel early,
> especially when you ran the auto pump gas.
> 
> JMHO...
> 
> Colin Rainey
> Independent Loan Officer
> Branch 2375
> Apex Mortgage Company
> 386.615.3388 Home Office
> 407.739.0834 Cell
> 407.557.3260 Fax
> brokerpi...@bellsouth.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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> KR PLans on CD

[Joseph H. Horton]

 It don't smell good and the buy it now price seems to good to be true
and the one copy available is also strange. If nothing else you usually
get what you pay for.
Joe 
On Tue, 17 Oct 2006 16:03:03 -0500 "Mark Jones" 
writes:
> This is interestingcould it be a copyright infringement?
>
http://cgi.ebay.com/ebaymotors/KR-2-EXPERIMENTAL-AIRCRAFT-PLANS-ON-CD_W0Q
QitemZ120041686142QQihZ002QQcategoryZ26441QQssPageNameZWDVWQQrdZ1QQcmdZVi
ewItem
> 
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> 1st year reflections

[Joseph H. Horton]

Guys,
Yesterday was the first birthday of N357CJ's first flight. I was
not able to celebrate with a flight but took a few minutes to reflect on
the past year. 
A quick summary of events and totals:
123.2 hours of flying 
about 50 hours of cross country flying
about 6000 miles traveled
1 Emg. landing due to oil leak
1 Emg landing due to engine out in climb out
trip to the gathering
started flying passengers
took my kids for flights
Fly to my Dad's for breakfast a couple times
Morning and evening sun panoramas
All more than one person deserves!
There is always some little thing to work on and I accept that as part of
the project. It really don't get any better than this. The picture that
Mark took of a sunset is really the glow from my happiness.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

BTW- I pulled my microair transponder out on Tuesday to send to get up
graded. I just received an E-mail that it is in transit back to me
already. Now that is service!!!

KR> Gathering finances / aggravation

[Joseph H. Horton]

 Same here. I have not even mentioned flying. I just come home
every night and go straight to work on something.
I did start to check on readjusting the aerocarb for winter temps
and discovered that the retaining nut that backs up the needle had come
out  and that explains the constant fiddling that I had to do with the
carb mixture over the weekend
I may sneak up to my Dad's Sunday morning to buy his birthday
breakfast
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

> 
> My wife is the one that's aggravated.  She officially GROUNDED
> me after the Gathering was over until I get some much needed
> work done on the house.  My KR is still at Mt.Vernon and it looks
> like I'll miss a local hamburger cook fly-out this weekend.  Oh 
> well,
> it was fun while it lasted.  :-)
> 
> Larry Flesner

KR> wing skins weight

[Joseph H. Horton]

Mine were 48 and 49 pounds complete with ailerons and lights and paint. I
think Mark may have fuel tanks in his outer panels that may account for
some extra weight.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Sun, 8 Oct 2006 22:11:51 -0500 "Mark Jones" 
writes:
> My built up wings, AS5046, weighed 56 lbs each.
> 
> Mark Jones (N886MJ)
> Wales, WI
> Visit my web site: www.flykr2s.com
> E-mail: flyk...@wi.rr.com
> - Original Message - 
> From: "Phil Matheson" 
> To: "KRnet" 
> Sent: Sunday, October 08, 2006 9:09 PM
> Subject: Re: KR> wing skins weight
> 
> 
> > My Diehl skins are close to 50lbs each.
> > I'm not sure what the built up wings weigh, but would be 
> interested it 
> > Mark
> > or someone has that figure available.
> >
> >
> > Phil Matheson
> > VH-PKR
> > Australia
> > KR Web Page
> > www.philskr2.50megs.com

KR> wing skins weight

[Joseph H. Horton]

That's correct. I thought you were asking for a comparison
between the 2 systems. If that is how much the skins weigh I'm glad I
scratch built mine
Joe 
On Mon, 9 Oct 2006 06:52:38 -0700 (PDT) "Larry H." 
writes:
> The original statement was about the weight of the premolded wing 
> skins only. My question now is--are you guys all talking about your 
> total each wing weight, including spars, ailerons, counter balance 
> and all ? ( a finished wing) or are you talking about the skins as 
> you would receive them from Dan Diehl? before you do any work to 
> finish.
> I am assuming Joe H. is talking about finished wings ready to bolt 
> on his fuselage !!!
> Larry H.
> 
> 
> 
>  wing skins weight
> 
> 
> Mine were 48 and 49 pounds complete with ailerons and lights and 
> paint. I
> think Mark may have fuel tanks in his outer panels that may account 
> for
> some extra weight.
> Joe Horton, Coopersburg, PA.
> joe.kr2s.buil...@juno.com
> 
>  "Mark Jones"
>  My Diehl skins are close to 50lbs each.
>  I'm not sure what the built up wings weigh, but would be 
>  interested it 
>  Mark
> ___
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Update on engine rebuild

[Joseph H. Horton]

  Guys
For those of you that saw my corvair powered KR at the gathering
and know that I tore it down the week before to repair a  crack in the
block also know that I had an oil leak. I was loosing about a quart every
2 1/2 hours. I have located it. I had thought that it was leaking out of
the push rod tubes and I had done something wrong on the left side. After
cleaning it up and running for short periods on the ground i found that
it was actually leaking around the cylinder base gaskets. This is not all
that surprising to me as this is the 3rd time that the engine has been
apart and reassembled with the same steel gasket. I did use the copper
RTV sealant with them but will have to take this side back apart and
clean it up and install new base gaskets. (really only about a 3 hour
job)
On the cracked block I only have a theory and that is when
splitting the block it comes apart very hard and I was using a block of
wood and a BFH (type of hammer) to tap it apart and the top inside corner
is one of the spots that I had put the block of wood to loosen the case
up. I may have fatigued it and caused the crack to start. It did not go
through any bolt holes and did not finish cracking from one place to
another. If this did cause it the crack took about 100 hours to develop
into something noticeable.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Gathering

[Joseph H. Horton]

I stopped at a county airport about 70 miles from the PA. border.
I really need to check my selections better. The runway was nice, but the
creature features were minimal. The out house door was blocked open to
the street with bird crap and cobwebs on everything and the aroma was
wonderful. The lounge had furniture (I think that's what it was) and the
refrigerator had airplane parts in it. It had a phone with numbers to
keep calling until you could get someone to get the fuel turned on. I'm
not saying the pumps were old but you had to double the shown price to
get the finial cost.
I crossed directly over HAO and called in for someone to say
hello to you. It was about an hour and 20 from MVN to you and I was not
ready to land yet. It was to nice and things seemed to be going to well
at the moment.
Joe
On Sun, 1 Oct 2006 21:43:46 -0400 "Kenneth B. Jones"
 writes:
> Joe,
> 
> Where did you stop in Ohio?  I had about a 25 kt tailwind yesterday 
> at 5500 
> ft.  Made it back in 1:40.  Had to go around a little rain, but not 
> as much 
> as Friday.  KHAO had winds 240 at 12 gusting to 21.  Thanks for 
> stopping by 
> and flying with me.
> 
> Ken
> 
> 
> 
> 
> - Original Message - 
> From: "Joe H Horton" 
> To: 
> Sent: Sunday, October 01, 2006 4:08 PM
> Subject: KR> Gathering
> 
> 
> > Guys,
> >Arrived at UKT at 3pm EDT.  4 hrs and 40 min in route with 
> a 50
> > min lay over in Ohio. Average ground speed was 180 mph.
> >Thanks for the memories.
> > Joe Horton, Coopersburg, Pa.
> > joe.kr2s.buil...@juno.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 
> 
> 
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Gathering the after math

[Joseph H. Horton]

I'm really sorry to hear that about Charlie. I have plans to
bring my standards up to his in the next year. I'm glad he is
safe.

>Which caused him run 
> off the
> runway, where he broke off the left gear damaged the right gear and 
> cowling.
> They are tailoring the airplane home. The full details are not known 
> at this
> time.


 >Bob Glidden spent Monday mourning in the hospital with some 
> kidney
> problems. He is home and resting and loving his drugs. 
> 
I'm also sorry to hear about Bob although I'm certain that it
will be our fault. 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR>exwives and weather

[Joseph H. Horton]

 Hey, Could you send me a picture like that for next Thursday morning -
say around 7 am EDT??? Which color is rain?
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

> And just so there will we  a tinge of KR content in the message, I 
> now have 
> weather capability in the KR, so y'all just let me know when the 
> next 
> Gathering is.  Actually it's not in the KR yet, but I jigged it up 
> last 
> night in the GTI and it works great.  I'll do a web page on the 
> installation, but there's a photo of the screen at 
> http://home.hiwaay.net/~langford/06092010m.jpg .  It shows a flight 
> route 
> between me and MVN, and the clouds that were in place at about 8PM 
> last 
> night.  It also shows TFRs, rain, lightening strikes, etc. 

KR>exwives and weather

[Joseph H. Horton]

> I'll be in Iowa or somewhere on Thursday morning, so that's a little 
> iffy! 
> But it's just Nexrad weather radar from XM Weather sattelite, so the 
> green 
> is light rain, yellow is heavier, red is a downpour, and purple is 
> you don't 
> want to be there!  I have to admit that I am really stoked about 
> being able 
> to pick my way through rain showers and choose the best altitude for 
> 
> favorable winds "on the fly"...


Hey , you missed the point. I wanted next Thursday's picture now.
Heck with all that tech . you got in there I'll bet you can do it and
just don't know it yet. ( Friday ya known)
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Re: CorvAircraft> weld ?

[Joseph H. Horton]

Guys,
Thanks to everyone that expressed an opinion on the direction I
should move for the cracked block. The decision is to try welding and
move on from there when I see how it turns out. I did talk to John at
Clark's and he informed me that he has never seen a cracked block. He
also indicates that the aluminum in the block casting is typically of
good quality and usually better than the heads. ( If Lon is reading I
wouldn't mind hearing his opinion) I will steel plate the mating surfaces
to keep them in shape, and V'ing out the crack was planned on doing with
several passes of weld. Putting cold packs on one side is something that
i have to research a little to see for myself if it is something I can do
and control the results. All the parts I need to have it back together
are ordered and will be in my hands on Wednesday. It should be no problem
to have it installed over the next weekend  and ready to fly to the
Gathering. Don't expect to hear much from me between now and next
Wednesday.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Mon, 18 Sep 2006 03:52:04 EDT srmak...@aol.com writes:
> Hi Joe. If you can find another block real quick I think you should 
> use it.  
> I think the material will have a certain amount of oil impregnation 
> and make 
> it  difficult to weld. I have never seen a welded block and don't 
> know how 
> airworthy  it would be. Good luck.
> Regards,
> Steve
> _
>

KR> Matts Panel.

[Joseph H. Horton]

> You really don't want to be continually reaching across your body to 
> operate
> switches and controls.
> 
> Larry Flesner
> 
> 
>
I went through much the same thought process when laying out my
panel with dual sticks. Funny thing is now that I am flying with a stick
instead of a control wheel I almost always fly with my left hand. It
seems very natural to me. I don't understand the right brain/let brain
thing but I have tried flying with my right hand and am not as smooth
even though I am right handed. 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> elevator mass balance

[Joseph H. Horton]

I have a mass balance in mine that predates the simpler design that Mark
Langford and others are using. There was a fair amount of time invested
in the idea and getting it all to fit and operate well, but it is fine
and is tested to 200 mph with stock tail feathers. My pictures are from
the olden days when film had to be developed. i could probably scan a
couple and mail them to you. In any case I don't see the need to change
the control horn dramatically
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Wed, 6 Sep 2006 20:22:13 +1000 "Chris Johnston" 
writes:
> I am wondering what peoples thoughts  are on extending the 
> elevator horn either above or below and forward of  the elevator, 
> via a curved  plate and mount the mass balance weight internally in 
> the top of the rear fuse, below the elevator, or above the elevator 
> in the base  of the fin,  obviously, the fin location would be a bit 
> cramped as you need to get the pushrod out. Still thinking about the 
> details. I don't have any foam or glass on the elevators yet, but it 
> looks liks a reasonable amount of lead will be needed.
> 
> 
>  
>Chris Johnston
>  
>292 Bells line road
>  
>nORTH rICHMOND NSW
>  
>Australia.

KR> repossessed aircraft

[Joseph H. Horton]

It also says up to 90% off on the click here button. Just think  A KR
that had an asking of a Lancair P.
Joe  
On Wed, 06 Sep 2006 12:26:34 -0500 Larry Flesner
 writes:
> 
> 
> 
>
http://www.car-auction.com/personal-aircraft/Rand-Robinson_Aircraft_Sales
.php
> 
> Here is something I stumbled across on the net.  UNBELIEVABLE !!!
> Would you believe a KR that sold for $29,000.00 and another
> KR that sold for $9,000+ that had 3600 hours on it?  I wonder
> what kind of a scam this is.

KR> the ONLY sensible place

[Joseph H. Horton]

Come on now. Your looking for ways to screw it up. My weight and balance
is in the pilots hand book as well as a copy with the operating
limitations. If it was sold and modified it would be fully the persons
doing the modification to do a full calculation. I would also never tell
anyone that my CG is some number. It is only a point of conversation to
say where in the recommended range mine falls. For instance mine is 1/4"
forward of the forward range to 2" forward of the rear range.(even that
does not make perfect sense reading it) 
I did use the leading edge for a datum line (made sense to me) I
did not have to write as big numbers having the datum that close to the
assumed CG location.
BTW- I'm Joe but who is Bill and why is he modifying my plane. I
don't expect to sell it before next April 1st. Happy Friday ;-)
Joe Horton
On Fri, 1 Sep 2006 16:54:41 +0100 (BST)  writes:
> The problem with that approach is "hand-me-downs"
> 
> Joe tells Bill that his CG is 23 inches aft of the firewall.
> 
> Bill tells Fred CG should be 23 inches aft of firewall.
> 
> Fred has extended his fuse and has his firewall 4 inches further 
> from the
> wing, but does his calcs and works out that his CG is 27 inches 
> aft...
> 
> Based on wing leading edge there is less chance of misunderstanding
> 
> Pete
> 
> 
> > Anybody can pick any place that they want and it is ONLY sensible, 
> if
> > they think that it is sensible.  If it makes sense to you to use 
> the
> > tailwheel, you can do it.  However, if you want to keep from 
> making an
> > easy job, difficult, just get one of the spread sheets that are
> > available, check the formulas, and put in your numbers.  IT IS NOT 
> HARD!
> 
> 
> 

KR> KR's on E-Bay

[Joseph H. Horton]

On Fri, 1 Sep 2006 21:01:07 -0500 "Mark Jones" 
writes:
> I would not touch the one in PA with a ten foot pole. The rear 
> fuselage is 
> heavily water damaged. This is a parts only plane.
> 
> Mark Jones (N886MJ)
>
I didn't read it -  but in any case the offer still stands
weather it be a useable airplane or for salvage I am willing to take a
look at it.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> transponder antennas

[Joseph H. Horton]

Mark,
Check with the Microair customer service before you order. If you
remember they have a problem that they are working on a patch. The mode
"S" operation screws them up somehow and you go blind at the most
inopportune times like last week entering class B airspace .
Joe
On Tue, 29 Aug 2006 22:04:32 -0500 "Mark Langford" 
writes:
> I finally got word back on my Terra transponder today...unrepairable. 
>  Parts are unavailable.  Apparently those particular components are 
> no longer available, and there's nothing comparable.  I have a EE 
> buddy who wants a crack at it, but he's pretty busy rebuilding a Yak 
> 52 at the moment, so I'm probably going to order a Microair T2000 
> that will fit in the hole that the g-meter now lives in (it doesn't 
> see much action now that I've learned how to land).  
> 
> My EE buddy thinks my transponder fairing may have been a 
> contributing factor (see 
> http://home.hiwaay.net/~langford/fairings.html ) because he says 
> anything touching it will change the impedence, and therefore the 
> load the transmitter sees.  I don't know how critical that is, but 
> he gave me a Bendix blade antenna that I may substitute in its 
> place.  He says painting the thing may even screw it up.  He also 
> pointed out that if the coax is disconnected even for a few seconds, 
> that 200 watts has no place to go and can blow something up.  I 
> would hope it would be more robust than that, but the bottom line is 
> that mine's dead and I have to replace it.  It should be mentioned 
> that the Terra transponders have always had a spotty record.  If I 
> remember correctly, Jeff Scott's came out of the box DOA, so maybe I 
> should be happy with a good year of service.  But because that 
> leaves a half sized hole in my panel, and there are a lot of things 
> I'd like to change now that the panel is sort of "finalized", I may 
> make another instrument panel one of these days...
> 
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Milestone made Now Class B

[Joseph H. Horton]

Dana,
What happened to raise the question was on the way to Va. the
other day the controller had given me the permission and transponder
code, as soon as I started to enter the code I lost transponder
communication - contacted the controller and he reported no return and
stay clear of class B I diverted to go around and also had already
reported for 8500' while the class B ceiling was 7000' I skirted the
class B but was still well within the mode C ring with out it operating.
. I continued to monitor the approach radio and was well aware of the
corridor being used. I just want to find out if I'm in trouble before
someone tells me that with handcuffs.
Joe 
On Sat, 26 Aug 2006 07:20:41 -0400 "Dana Overall" 
writes:
> Joe, to add a little you are only required to have a transponder 
> above 10K.  
> As Randy stated, YES you can fly above Class B with a transponder or 
> radio 
> communication as long as it is below the 10K altitude (that would be 
> a 
> really tall Class B).  I would encourage you to look at the upside 
> down 
> wedding cake configuration and stay clear of the apparent arrival 
> and 
> departure corridors.  A lot of people try to remain just outside and 
> under 
> those layers.  While you are clear of class B, they put those layers 
> there 
> for a reason.  Those areas and the upper rim of the controlled 
> airspace are 
> usually the most congested areas.  Keep your eyes open and have 
> fun.
> 
> Dana Overall
> 1999 & 2000 National KR Gathering host
> Richmond, KY i39
> RV-7 slider, Imron black, "Black Magic"
> O 360 A1A, C/S C2YK-1BF/F7666A4
> http://rvflying.tripod.com/id30.html
> do not archive
> 
> _
> Check the weather nationwide with MSN Search: Try it now!  
> http://search.msn.com/results.aspx?q=weather=WLMTAG
> 
> 
> ___
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Returned to flight status again.

[Joseph H. Horton]

Mitch,
You want encouragement-- How about flying the KR is just about orgasmic,
It's the most fun that you can have with your clothes on- On second
thought if you want to save 10# you could do it without your clothes.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Sun, 20 Aug 2006 21:11:14 -0700 (PDT) mitch hargin 
writes:
> KR2 N1140V TOOK OFF AT EXACTLY 8AM SUNDAY MORNING. SHE FLIES GREAT. 
> VERY RESPONSIVE, SMOOTH, NO FLUTTERS OR VIBRATIONS. FLEW FOR 12 
> MINUTES. 130 MPH AT 3/4 THROTTLE.  I THOUGHT THE OIL TEMP OF 260 WAS 
> HIGH SO I CAME BACK FOR LANDING.   I BOUNCED THE LANDING BUT FELT 
> GOOD ANYWAY. OIL TEMPS HAD COME DOWN ONCE I QUIT CLIMBING. THE 
> EXHAUST PIPE HAD BROKE ON A BAD WELD  AND BURNED A HOLE IN THE COWL. 
> GOOD THING I DIDN'T FLY LONG.  I WILL FIX IT OR PUT A NEW ONE ON AND 
> TAKE HER UP AGAIN.
>
>   Dispite my FBO telling me not to fly her and sell her, she felt 
> very stable.  He does not like small homebuilts and is not giving me 
> too much encouragement.  I would just like to hear from the group 
> with some words of wisdom and motivation.  She didn't scare me any 
> and I am anxious to get her back in the air but he is giving me 
> second thoughts.
>   Thanks,
>   Mitch 
> 

KR> cruising

[Joseph H. Horton]

Guys,
What a great way to fatten the old log book. Promoting the gospel
of the KR and the corvair engine. Took a little trip down the Delmarva
coast into Virginia and meet a future KR builder. I tried to be honest
about build times and power plants, and yet not contain the thrill of it
all. It was a great little trip and back into work by 11:30 am with 3
more hours and a 400 mile round trip. Best part made a new friend in
Randy Powell of Va.
Keep building those engines and planes- There is more thrills out
there than I can use up ;-)
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Transceiver Electrical

[Joseph H. Horton]

You have probably thought of this but since the push to talk button is
nothing more than closing a ground in the circuit I would start by
checking to see where it might becoming a common ground through  the
wiring harness. You might ask the controller next time to make sure it is
not identing also. I guess it is possible but I don't see it in my head/
Joe 
On Thu, 17 Aug 2006 14:52:38 -0500 "Mark Jones" 
writes:
> My panel mount transceiver and transponder with encoder all work 
> great with very strong signals reception etc.. However, when I key 
> my mike via a control stick mounted PTT button, I notice that the 
> ident light on my transponder will glow brightly while transmitting. 
> ATC has never said anything about me identing on the scope when I 
> transmit so I do not think that is happening. So would anyone have 
> any insight why I light up my ident button when I transmit? Thanks
> 
> Mark Jones
> Mueller Sales Corp.
> 3725 N. 126th Street
> Brookfield, WI  53005
> 
> PH: 262-781-5310
>800-242-2219
> Fax: 262-781-4130
> 
> Mailto:mjo...@muellersales.com
> Web: http://www.muellersales.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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> kr for sale

[Joseph H. Horton]

I just noticed this one on the AOPA for sale page.


KR-2 90% COMPLETE, 1835 V W ENGINE APPROX 10 HOURS. 20 AMP ALT, SPRING
LANDING GEAR, BASIC INSTRUMENTS BLUE OVER WHITE. EAA CHARTER 211 $5500.00
FIRM. CALL AFTER 6:00 PM - DORIAN MARCHMON 231-865-6275
dnkmarch...@aol.com (Ad submitted on 08/14/2006)

KR> Flaps

[Joseph H. Horton]

 Serge,
I have the split flaps on 357 CJ and they do make a difference. I
have some work to do to them yet in that there is more flex or play in
the actuator linkage than there should be. I did adjust them once and it
made a noticeable difference in my touch down speed and roll out. I
believe that I can get them to operate better with a different linkage
set up. I think they look cool if nothing else and they disappear in the
bottom of the wing nicely
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com
. 
> I am considering adding flaps to my KR2 at a later stage, and the 
> time is 
> right to make provisions for them. I'm looking at something easy to 
> 
> retro-fit. Now, I have seen pictures of an Australian-built KR2 
> which has 
> got what I believe is called split flaps (just the lower skin drops, 
> 
> rather than the whole profile). I wonder which design would be more 
> 
> efficient, aerodynamically speaking? That one, or the one described 
> in the 
> plans? Also, considering this spans only the width of the stubwings, 
> can 
> you really expect any significant change?
> 
> Serge Vidal
> KR2 "Kilimanjaro Cloud"
> Paris, France

KR> Another FIRST FLIGHT

[Joseph H. Horton]

Pete,
Congratulations and welcome to the family,
As for the oil temp I have mine redlined at 265 deg and I just
don't like to see them above 230 and that only happens on a long climb on
a hot day. Where he is reading the temp may have some bearing on the out
come though.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Fri, 18 Aug 2006 10:09:12 -0500 "Mark Jones" 
writes:
> Congratulations go out to PETE BRAUTIGAM of Wisconsin. He made his 
> first flight in his Corvair powered KR-2S (N936PB) this morning at 
> 7:15 am. Pete stated the flight  went very well and the plane flew 
> great. He was in the air for about 25 minutes when he seen his oil 
> temps hit 262°F per the EIS. This concerned him so he decided to 
> terminate the flight. Pete made one practice approach to land, went 
> around and made the landing. Pete stated the wheel landing was 
> smooth but the KR did not want to land.  Pete said he used all 5000' 
> of runway to get the KR stopped. Once he was on the taxiway, he 
> realized he forgot to use his flaps. I bet he stops a lot quicker 
> next time. Pete's Corvair engine was special built by William Wynne 
> as a clockwise rotation engine. Pete would like to know what you 
> Corvair guys think about his 262° oil temps? For you KR guys, Pete 
> said he is definitely flying his KR to the Gathering. Pete is not on 
> the Net, so if you would like to congratulate him his e-mail is 
> mailto:ras...@athenet.net 
> 
> Mark Jones
> Mueller Sales Corp.
> 3725 N. 126th Street
> Brookfield, WI  53005
> 
> PH: 262-781-5310
>800-242-2219
> Fax: 262-781-4130
> 
> Mailto:mjo...@muellersales.com
> Web: http://www.muellersales.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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> N216CB's First Flight

[Joseph H. Horton]

Alrightty Jim, Welcome to the club of flyers 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

 At 8:15am this morning 
> I flew N216CB for the first time.  Great flight,  I have a couple of 
> squawks to fix, but the KR2 flew like a dream.  e-mail me off 
> net.  Thanks, Jim
>

KR> Trip and check a project

[Joseph H. Horton]

Guys, 
I can mix this up a little . Yesterday I took a little trip to
central Pa. to meet KR builder Randy Smyre. It was a short 40 min flight
to SEG in some of the most beautiful weather of the year. There was no
wind aloft as the GPS indicated 173 mph ground speed at both 4500 and
5500 ft 2 hours apart. And yes the engine is still running near perfect.
I meet Randy at the airport and he spent about a half hour
crawling and walking around 357CJ taking in everything that he could. He
sat in the plane to get a feel for it (I was sorry that I was not
comfortable to offer a ride yet) After that we hoped in his car and made
the 20 min drive to his house where he has what I feel is a very near
complete KR2S that he has built from scratch. The workmanship looks good
and with some encouragement from the group I bet he could be ready in a
year. Engine is his last major task to really get into. But he has much
of the stuff on hand to get into that also. He has widened the fuselage
at the shoulders and is working on installing a Todd's canopy. He has
made split flaps and installed wing tanks like Bill Clapp's. It is a tail
dragger with Tracy O'Brian wheels and brakes. Besides engine and cowl the
biggest thing that he has to tackle is all that wonderful sanding. (he he
heee! good luck)
Randy is planning on attending the gathering again this year so
stoke him up for the race to the finish line. 
When I was about ready to leave SEG Randy was talking to a Gruman pilot
that had just stopped in. He said my KR looks fast just sitting there.
Naw - I didn't just swell up with pride as I went on to say yep 173 true.
(he said wow best I can get out of his is 125 flat out) 
I'd love to visit some other guys in the area actually anyone
with in 200 miles of Allentown Pa. I could do in a morning trip. Send me
a e-mail off the list and I'll get together with you
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> still searching

[Joseph H. Horton]

On Mon, 31 Jul 2006 21:13:06 -0500 "countryhomeprint"
 writes:
> Try a blast tube to the gasgolator (?). You are getting vaporization 
> either 
> in the line or gasgolator. Terry Teer had this porblem on his kr. 
> Six 
> months, many changes, two carburetors later it was solved with a 
> blast tube.
I built and installed a blast tube to the gascolator several
months ago. All the lines have been insulated from the very beginning .
The carb is the last thing that is not insulated.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> still searching

[Joseph H. Horton]

> Is your fuel ok?  Ethanol, water, poor octane, fuel mixture, etc
> Try 
> removing what you got now, for a fresh few gallons and see if you 
> can make 
> it fail then.
> .
Fuel  has been drained and check and new fuel put in. I'm running
100LL and didn't expect these troubles.
Bill Clapp wrote me last night and said he had the same problem
in test phase. He thinks that I have not adjusted rich enough in the
needle. I may try something more aggressive in the needle adjustment
tonight. Temperature is over 100 with high humidity now so it should be a
good test.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> still searching

[Joseph H. Horton]

On Sun, 30 Jul 2006 21:09:48 -0500 "M & C" 
writes:
> Joe I would check your fuel tank vent tube to be sure it is not 
> pluged with 
> an insect or something?
> Mike Turner
> Jackson Mo
> - Original Message - 
I don't think it is clogged but I will double check it tonight.
Thanks,
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> still searching

[Joseph H. Horton]

On Sun, 30 Jul 2006 22:20:09 -0400 "Brian Kraut" 
writes:
> Have you tried replacing intake gaskets and making sure you don't 
> have a
> leak somewhere in the intake side?
> 
> Brian Kraut
Brian,
I have checked intake side several times but I am going to remove
it tonight to see if I missed something. 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> still searching

[Joseph H. Horton]

On Sun, 30 Jul 2006 22:12:17 -0400 (Eastern Daylight Time) "Dan Heath"
 writes:
> Joe,
> 
> All I can tell you is that with the Ellison, I have exactly the same 
> problem
> on the ground if I have leaned the engine.  At full rich, I get 
> smooth
> throttle from idle to full, but if I have leaned it, it stumbles 
> badly when
> I push in the throttle. 
>  
> 
 Dan - That's not encouraging- I figured if all else failed that $800
would fix everything with a new ellison.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Aeropoxy Chameleon

[Joseph H. Horton]

Matt,
Some where along the line I was told that it is from absorbing
moisture with age. I stopped using the stuff that had changed color for
anything structural and used it up for micro filler and such so it did
not go to waste. I do not know if it harms the integrity of the epoxy, I
just did not continue to use it because it didn'tseem right. I used West
Systems and am just guessing it would be the same cause.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Thu, 20 Jul 2006 06:29:05 -0700 (PDT) Matthew Elder
 writes:
> Has anyone ever seen aeropoxy hardener turn deep red in color such 
> that it changes the mix's color from amber to red?
> Wondering what happened there.
> 
> Matt

KR> Dang Tall People

[Joseph H. Horton]

 I 
> am
> >relatively tall (6-4) and most of my height is in my legs (36"
> >inseam). I was wondering if any of you are similarly proportioned 
> and
> >if you fit reasonably in your KR? Any special mods. to accommodate 
> you?
> >
> >Thanks for your help, Ron Tyler
> 
Ron,
Depending on which route you go for mounting the rudder
pedals(floor or from top shelf) there is a fair amount of distance that
you can set the rudder pedals at. I noticed when Mark Langford got in my
plane he had trouble finding a place for his feet and when I got in his
it was a stretch for me to reach the pedals 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> engine out

[Joseph H. Horton]

Guys,
The short and sweet of it is that I have gone over and checked
every piece of engine, fuel and ignition.
Reassembled with all the same parts. It started right up. Flipped back
and forth between the 2 ignitions and no problem found. I ran it for
about 20 min last night.
I will replace everything on ignition #2 tonight (condenser,
points, wire, and coil) the other change that I am going to make is in
the ignition switching to a switch that instead of being on #1 or #2  is
a switch that will be #1- both- #2. This would allow both for take off
and landing.
   Any and all comments 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> engine out

[Joseph H. Horton]

I have a housing and a blast tube around the gascolator and the coils
Joe 
On Thu, 13 Jul 2006 08:51:42 -0400 "Kenneth Wiltrout"
<kwiltrout1...@verizon.net> writes:
> Joe did you have it running for a long time static ( idling ) on the 
> ground 
> before take off. Before I directed a blast tube at the gasolater 
> early on 
> which corrected the engine cutting out after landing and a long taxi 
> on a 
> hot day. What would happen is after landing the engine temps would 
> come back 
> up and when I applied throttle to speed up the taxi it would burp 
> fart and 
> carry on, after the blast tube that was no longer an issue. This was 
> only an 
> issue on the hottest of days 90 and above.
> 
> 
> Kenny
> 
> 
> 
> 
> - Original Message - 
> From: "Joseph H. Horton" <joe.kr2s.buil...@juno.com>
> To: <corvaircr...@mylist.net>; <kr...@mylist.net>
> Sent: Thursday, July 13, 2006 8:30 AM
> Subject: KR> engine out
> 
> 
> > Guys,
> >The short and sweet of it is that I have gone over and 
> checked
> > every piece of engine, fuel and ignition.
> > Reassembled with all the same parts. It started right up. Flipped 
> back
> > and forth between the 2 ignitions and no problem found. I ran it 
> for
> > about 20 min last night.
> >I will replace everything on ignition #2 tonight 
> (condenser,
> > points, wire, and coil) the other change that I am going to make 
> is in
> > the ignition switching to a switch that instead of being on #1 or 
> #2  is
> > a switch that will be #1- both- #2. This would allow both for take 
> off
> > and landing.
> >   Any and all comments
> > Joe Horton, Coopersburg, PA.
> > joe.kr2s.buil...@juno.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
> >
> >
> > -- 
> > No virus found in this incoming message.
> > Checked by AVG Free Edition.
> > Version: 7.1.394 / Virus Database: 268.9.10/386 - Release Date: 
> 7/12/2006
> >
> > 
> 
> 
> ___
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> post mortum

[Joseph H. Horton]

Guys,
I did not get back to check the engine until this morning. I had
not touched anything before tearing into it. The prop was still in the
same position as when it stopped. I did move it a couple degrees back and
forth to verify if the crank was still connected through and it was. I
could also feel that it was going into compression on what ever firing
order it had stopped at.
First thing I did was remove the top cover. Suspecting bearing or
connecting rod familiar. When I opened the top I was almost kind of
disappointed. There is nothing broke bent or other wise in nothing but
the pristine condition that it was in when it was originally closed up.
There is no visible sign of metal in the case or the oil reservoir. I
grabbed onto each connecting rod and tried to shake or move them. The
only motion was the side to side in parallel with the crank.
Next I moved the prop to see if everything moved together and it
did. I could see most of the cam and lifters and they looked OK from
above. I slowly swung the prop through a half revolution and everything
continued just the way it should. Nothing at all to make a sudden stop.
The next thought was the distributor. I pulled all the wires and
took the cap off. The rotor was at a position that was pointing towards
the opposite side of the motor ( I think at #5 but not sure right now) I
moved the prop back and forth again just a couple degrees and the rotor
moved instantly in both directions. 
The next thing I will do is pull the plugs and try to see in the
cylinders for anything. But I don't have much hope at this point of
seeing anything in the heads for a couple of reasons. I am looking for
something that caused an immediate stopping at full power. If detonation
was a factor I would think I would have found metal already somewhere. If
swallowing a valve or more I would have expected a loss of power first.
I guess looking for some good news the replaced EIS instrument
seems to be working flawlessly just like I observed in Mark Langfords
panel. And I found where a small oil leak was coming from that had been
pestering me the past few weeks.
Right now Just looking at the engine I would defy anyone that
didn't know it had quit from looking in there and saying looks great
Let's start it up and go fly.
Thinking more about detonation - Would there actually be any
debris left over or would it burn up and exit the exhaust? Could it be so
quick that there would not be any signal of a problem?
Right now I'm sitting at work and just shoot at this blindly from
what very little I think I know.
Please any and all comments. The reason that detonation has come into my
head is that I can not honestly say that I remember making sure that I
was full rich at the start of the take off roll.
Thanks, 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Turn back altitude - in a KR

[Joseph H. Horton]

On Wed, 5 Jul 2006 20:58:52 -0400 (Eastern Daylight Time) "Dan Heath"
 writes:
> For KR Pilots about flying the KR, ONLY, please.  I am participating 
> in the 
> Flight Advisor" program.  One of the things that it asks you to 
> think about
> is the altitude at which it will be safe to turn back to the runway. 
>  How
> many feet do you loose during a 270 degree turn, and at what 
> altitude do you
> recommend as a go-nogo turn back altitude, AGL?
Dan,
Like a couple others have said it will be on an individual  plane
and take off situation. I have looked at my climb and location on
virtually every take off. I don't believe that my altimeter is caught up
with my actual climb altitude, but for me at my home field 400' is my
absolute min altitude. At that altitude I am still over the approach end
of the runway overrun area. I would no doubt over run the far end of the
run way on it's 3000'. If I am below 400' on either direction of my home
airport I am most likely to be in the trees anyway going straight ahead..

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Nose gear failures

[Joseph H. Horton]

Eric, 
Just working from memory here but I think that I knew of 2 and
one was on a grass field, I think that both folded the strut it's self. I
am sure they were both before 1999 as I first found out about them when I
joined the net. Having said that I have damaged mine while beating the
runway into submission on one of my very early flights. It took 4.5 g's
to bend it 4 deg's. Dan did not have a new one in stock to replace it so
he told me to bend it back just this once. It took all my weight and
strength an a 8 ft lever with the strut fit between 2 trailer hitch balls
on my truck bumper to get it back in shape. Mark is right about it not
having that much weight on it. Mine was 215#.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Thu, 6 Jul 2006 09:12:32 -0400 Pitts Eric MSgt 181FW/MXOO
 writes:
> How many nose gear failures have there been on KRs with the Diehl 
> setup or
> any setup and what part failed? i.e. The strut the lower mount or 
> engine
> mount
> 

KR> nose gear

[Joseph H. Horton]

SELL  or get one of each
On Fri, 7 Jul 2006 10:49:18 -0500 "Mark Jones" 
writes:
> I give up, could a conversion be eminent this winter to a tail 
> dragger?
> But I can just see it now, I make the conversion then all of you 
> start
> building trikes and I would have to convert back to be in the 
> IN-Crowd.
> Dang...I don't know what to do
> 
> Mark Jones (N886MJ)
> Wales, WI
> Web site: www.flykr2s.com
> Mailto:flyk...@wi.rr.com
> 
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
> Behalf Of beverlyrai...@bellsouth.net
> Sent: Friday, July 07, 2006 10:27 AM
> To: kr...@mylist.net
> Subject: KR> nose gear
> 
> 
> I GOT IT!!!  THE REASON FOR ALL THE NOSE GEAR FAILURES IS THAT IT 
> IS
> ONLY TEMPORARY!
> Just meant to be a training wheel until the pilot graduates to real
> gear/conventional style.
> 
> Sorry Mark Jones; couldn't resist!  Have a happy Friday all!
> 
> Colin
> N96TA
> Ormond Beach, FL
> 
> 
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> working on the plane

[Joseph H. Horton]

.  In only one week I've already fixed most of the 
> big bubbles in the skin, 

Mark 
How did you repair the bubbles. That is on my agenda for this afternoon.
I bought a large plastic syringe and was planning on filling it with
micro, drilling a 3/16" hole in each bubble,injecting, and putting some
weight on each to hold them down for cure. 
Up too today I have had N357CJ out of service for 11 days. Only 3
would have been VFR. So I have not missed much. I have done many things
along with the annual that I had left go and even hope to have graphics
done to maybe go to OSH. ( that's where the wife pays for forgetting our
25th anniversary a couple weeks ago) 
The major things that I have found and repaired for annual are :
replace front tire, repack wheel bearings, repair broken intake tube,
added some air dams inside cowl to deflect air to middle cylinders,
repair and repaint nose pant, repair NACA air vent, install mixture
meter, replace batteries in ELT,  A host of checking and securing every
screw and nut that I can get to, lubrication.
This afternoon will be ignition check and parts with a run up and
a timing check. Should be ready to fly again tomorrow with a good level
of confidence that N357CJ is very airworthy.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> repairing bubbles

[Joseph H. Horton]

Mark
I won't get to it today, just too hot. The only reason that I am going to
try it is the paint job. If it was unpainted it would be a no brainier.
The other thing that I did that we had talked about was you were saying
about your cowl lifting at the rear, I laid 2 more layers of uni cloth 1
1/2" wide along the back perimeter to stiffen it up/ and as it cured I
put a little reverse bow in between the screw holes so it had to sit
tight.
Joe 
On Mon, 3 Jul 2006 12:52:30 -0500 "Mark Langford" 
writes:
> I should also mention that I'd put in a "bleeder layer" of paper 
> towels
> directly above the bubble, then a layer of builder's plastic (to 
> keep the
> topsoil bag from sticking), and then weighted the topsoil bag with 
> 70 pounds
> of gasoline cans.  I really thought that would work, but only one of 
> three
> was anywhere near "close enough", and the other two have now been 
> cut out
> and patched, with excellent results.  It's amazing how quickly 
> little
> repairs like that go, when you're not talking about doing something 
> as huge
> as an entire wing or something.  Vacuum bagging would be the 
> intelligent way
> to do this, obviously.
> 
> A post mortem of the patches revealed no two part urethane foam, 
> just a
> fracture of the foam about an eighth of an inch deep, so the glass 
> had a
> good connection to the foam, but the foam itself broke.   The only 
> cure I
> can think of for that would be to use 4 pound Lastofoam instead of 2 
> pound
> urethane, but that's a high price to pay when you're talking about 
> the whole
> airplane. I am using Lastofoam to build my baggage area behind the 
> seats
> though.
> 
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Stick Forces

[Joseph H. Horton]

I think that I will take this in a different direction. I would not
change the sensitivity on my KR for love or money. I became comfortable
with the elevator with inn the first couple landings. And in fact Mark
Langford and I had recently talked about how stiff the ailerons were at
speed with the new airfoil.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Wed, 28 Jun 2006 13:40:43 -0300 Wladimir Kummer de Paula
 writes:
> Hi all,
> 
> Although this topic is not specifically KR related I think it would 
> 
> incite some discussion. Once you have your plane ready what can be 
> done 
> to raise the stick forces, mainly the elevator, to make it less 
> prone to 
> PIO. Also, something like a exponential command would also work.

KR> Taxi Time

[Joseph H. Horton]

On Mon, 19 Jun 2006 20:24:14 -0400 (Eastern Daylight Time) "Dan Heath"
 writes:
> This morning, I went out early to get in some taxi time while it was 
> still a
> bit cool.  The cowl is back on, but the spinner was still off and 
> the radio
> was not connected, so I only went to the end of the runway and back. 
>  The
> plane handles extremely well on the ground and the temps never 
> approached
> their limits.  By the time I got back to the hangar, the oil temp 
> was
> starting to come up, so I applied full brakes and throttle.  It 
> turned 3000
> and the brakes held, so I lifted the tail a few times and held it in 
> take
> off attitude for a little while.  It responded to elevator, exactly 
> the way
> I thought it would, from what I remember from the first KR.  When I 
> pulled
> back to idle, it turned over very smoothly at 600 RPM.
> 
> Tonight, I put on the spinner and re-ran the wires to the radio, so 
> tomorrow
> I can do some more taxi runs and check out the radio.  I might be 
> getting
> close. 
>  
>
Dan , 
You got my heart pounding just reading this. I can hardly wait to
hear more .
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> need for speed-throttle cable

[Joseph H. Horton]

> I have a full set of wheel pants and fairings which I will be 
> installing
> soon. I was just kidding about changing engines to an 0-360. Right 
> now,
> there is no way I would give up the Corvair. My plane is about as 
> slick
> as owl shit and wheel pants are about the only thing that will make 
> it
> any slicker. I still think I need a higher pitched prop.
> 
>
Mark,
Like everyone else do what you think that you need to do but just
for info The wheel pants have been the second most problematic item so
far. I had both off again this week to repair the mounting holes, this
time with a layer of metal between layers of carbon fiber. I have all the
fairings and transitions installed and from flights without them on I
would say it is less than 10 mph difference (not that I would give it up
though)
 My prop is a Sensenich 54 x 60 and I am turning the exact same
rpm as you are. 3350 rpm at full throttle straight and level (my version
of straight and level)
Mark has me thinking about Saturday. I checked the flight planner
and it says about 550 miles and 4:15 travel time with 4:16 fuel on board
(1 min should be enough reserve)
I have had no issue with the Aero carb and sticky throttle. I
have a high quaility cable and no flexing in it. Never a problem at any
setting.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Nose-Gear Alignment

[Joseph H. Horton]

That all sounds reasonable to set up for drilling. I did it with a level
making the strut plumb. The one thing that Dan told me recently is that
the vertical leg that the nose heel attaches to must trail by 5 deg. or
you well surely have nose wheel shimmy. I also left the strut  a little
long on purpose when cutting it to give just a little extra for prop
clearance. I think that I picked up an extra inch that way and it is not
noticeable sitting on the ground.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Sun, 11 Jun 2006 20:43:54 -0500 "D. F. Lively" 
writes:
> Hi Netters:
> 
> I looked in the archives and would like some direction on Nose gear 
> 
> alignment.
> 
> 
> I have installed the Nose-Gear ass'y and  GP 5 pt mount on my KR but 
> now 
> wish to locate the holes in the front strut accurately.
> 
> I was going to level the craft "left to right" using a self-leveling 
> 
> "Laser Level" and then turn the nose strut in its reciever until it 
> is 
> perpendicular to the vertical  "Lazer Cross-hair"  so I can mark 
> where 
> it must be drilled for attachment into its receptical.  --Does this 
> seem 
> like a good proceedure?
> 
> After that is done the instructions say something about cutting off  
> the 
> nose-gear strut  so the  the nose gear will allow the plane to sit 
> level..My question is methodology so as not to make a mistake 
> here 
> and also drilling the Mtg Bolt in the correct place to avoid the 
> potential for "Shimmy"?
> 
> Thanks in advance.
> 
> Don Lively
> Burlington IA 52601
> ___
> 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
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Nose-Gear Alignment

[Joseph H. Horton]

> the vertical leg that the nose heel attaches to must trail by 5 deg. 
That's wheel not heel -- sorry (stupid spell check)
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Repairman Cert.

[Joseph H. Horton]

Guys 
Just a follow up from a few weeks ago. The FSDO received my
application for a repairmans cert. and set up an appointment for tomorrow
afternoon. He really wants to check the plane, log books, operating
limitations. I know my log books are up to date and feel good about
someone looking at the plane but I am not sure if I should have had
something else written or in my possession. I did not finish the
operating handbook yet but that was mostly pictures and diagrams to
finish.
Any thoughts?? 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Repairman Cert.

[Joseph H. Horton]

My guy would not do anything with it. He said it was a whole separate
deal. I tried to get him to give me a letter of recommendation too. He
shyed away from that also. Remember the guy that did my inspection was a
volunteer DAR.
Joe
On Mon, 12 Jun 2006 13:18:01 -0500 "Mark Jones" 
writes:
> Why did you not get the cert from the initial inspection? Mine came 
> within two weeks of the airworthiness inspection. The inspector made 
> the application for me when he did the inspection. Just curious.
> 
>

KR> Repair cert.

[Joseph H. Horton]

Guys,
I did get my cert yesterday. The gentleman said some guys come
out and some don't. The major reason he makes it a point to see and talk
to the person applying is to impress upon them is that there is a
standard for inspection and is listed in the planes operation
limitations. It must be done under part 93 something something using the
same criteria as a 100 hour inspection. He wants everyone that is doing
their own inspection to have the in their possession a FAA recommended
practices manual which appeared to be about the same size as Wicks
catalog. His point is that when the you built the plane it was out of new
parts and he wants you to be able to identify what and when a part is
worn beyond service. I guess I did alright with him as he used brakes as
an example and asked how I would know if the pads were wore out and I
said that I intended to get the information for rotors and pads off the
Cleveland web site. He conceded that would be a better source than the
standards manual. 
I was happy to have someone look things over and he did find that
I did not have all in order in my log book for the phase II flight
testing. That is corrected. Just as a reminder to everyone the operating
limitations for your aircraft must be with it at all times, This is
several pages of 8 1/2 x 11 that you will receive at finial inspection. I
did have them in the plane but was thinking of ditching them thinking
that my pilots operation manual would cover it. 
He was a good guy and said over and over if there is any question
to call him. 
I also discussed what is a major alteration and when he needed to be
notified. Just so you guys know a prop change is a major and needs to be
reported and logged. also a host of other airframe and engine changes
that we have talked about before. 
BTW- got a half hour Monday night flying to the EAA chapter
meeting and meet up with Ken W. and 2 more hours yesterday morning to
take my dad out for his fathers day breakfast. I did my first pass down a
runway ever for show to him. Not real fast and not real low (185 mph at
100' )what a rush.
Shut down at 76.2 hours. 
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Morning Flight

[Joseph H. Horton]

Guys,
If you need a list of reasons to fly (top 10 or otherwise) I
don't see how it can be put in words. Take an early morning flight with
the sun rise on a clear morning. If your still board with it add a stiff
cross wind and go to a new airport with a fairly narrow runway. Still
board ? Then get your nose a little high over the threshold, loose sight
of the pavement, and at the last split second realize that the cross made
you drift off center and just as you touch down with  the right wheel  in
the grass. Now ya can hit the power yank her back off, get a decent climb
going but just to keep the adventure continuing forget to retract the
full flaps that are down. Aaaw hell maybe you should head back home
Now this is purely hypothetical, I'm not saying you should really
go do this. But if you really need to look for reasons to fly it might
work to log another hour of flying time.;-)
N357CJ now at 77.1 hrs.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> spar sealing

[Joseph H. Horton]

By all means get the end grain coated to prevent checking in the grain.
The top and bottom of the spruce is where you want glass to bond to. The
plywood should be OK to coat as foam is the only thing that gets bonded
to it. I had done all the inside of mine before the last layer of plywood
webs were applied.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Mon, 19 Jun 2006 17:54:53 +0100 "Peter Drake"
 writes:
> Hi Guys
> I have got my wing spars all set up and wonder if it would be a good 
> idea  
> to give them a coat of epoxy before I glue any foam on. will the 
> epoxy  
> weaken any bonds, and will it cause any problems later when I start  
> 
> glassing?
> 
> -- 
> Peter Drake
> 
> Hereford UK

KR> Young Eagles

[Joseph H. Horton]

Well Guys ,
I did something a little different this morning. I went to my
son's 5th grade class and did a little lecture on flying, building my own
airplane, and flying it. Then handed out Young Eagles schedule for our
airport. 
I'm really pretty pleased at how well received I was and what I thought I
would have trouble talking for a half hour turned into an hour. I'm
pretty certain that I got to at least half of the 50 kids that were
there. Some good questions asked and I worked on talking about things
that I knew they had studied about this year so they had an idea how some
of what they learned could be used in life.
Happy Friday

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> cabin cooling

[Joseph H. Horton]

Guys,
I have the NACA ducts on the side of the KR and they work fine on
the ground for taxi and even sitting still, but as soon as I reach flying
speed almost no air comes in through them. I remember seeing someone's at
the Gathering a couple years ago that had some sort of slide or something
that popped out to pick up air from the slipstream. Anyone remember them
or have any ideas???
Joe
  I got a little time in this afternoon (I flew Jordan 
> around 
> some), but it was real soupy and a record breaking hot afternoon.  I 
> need to 
> get that intercom in and add some cooling air to the cabin!
> 
> Mark Langford, Harvest, AL

> see homebuilt airplane at http://www.N56ML.com
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Tri-gear comparison

[Joseph H. Horton]

> >I could convert..but then there is a time for building and a 
> time for
> >flyingI built for seven years and now I am loving flying! It 
> sure would
> >be hard to tear into those stub wings and revert to building 
> again.
> >Mark Jones
> +++
> 
> Don't let these guys start to erode your ego, Mark.  The thrill of
> flying a KR is not dependant on where the extra wheel is hanging.
> 
> Larry Flesner

I doubt that anyone is eroding his ego. It is proably just the medication
talking.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Repairman Cert.

[Joseph H. Horton]

Get this Guys,
I had not applied for my repairmens cert and the time to inspect
is near. I dug out the papers last night and called the gentleman today
to verify that i was doing the correct procedure. He then mentioned that
he would bring the cert with him when he came to check the plane over. I
was shocked and mentioned that the plane is certified and the time flown
off. He said he understood and just needed to look at it and verify that
I really have a plane. I am still in shock that I couldn't get the FAA to
come out for the plane but they are going to come out for the repair
cert.
I don't really care cause I know the guy and learned to fly in
his plane-- But still surprised.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Engine Mount @ Firewall

[Joseph H. Horton]

>  So, what difference does it make.  Seems to make more sense to have 
> the
> nuts where you can easily see them.
>  
> ---Original Message---
>  
>  
> F A A convention recommends that the bolt heads be forward, 
> Virg
>  
I agree with Dan and so does the inspector the finaled my plane. The nuts
for the engine mount would be hidden back under the top shelf and would
be very difficult to inspect and safety wire. As mine is now I see those
nuts every time I take the cowl off. If the FAA says it should be the
other way around They may be looking at installations that have more
access on the rear side of the firewall or maybe thinking that if a nut
would come off the mount would have to pull the whole blot out to come
off. Neither argument would be better than being able to see and fix a
problem before it got worse. IMHO   
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> VW 2180 Idle

[Joseph H. Horton]

Dan,
I know that mine is not the same as yours but I had turned idle
up a couple weeks ago to about 800 maybe 825 and it was to much for my
plane with flaps. I have it turned back to 750 rpm now and would like to
get it slightly less. My guess for you would be 750 max considering the
cleanness of your airframe and no nose gear to help slow you down.
Joe
On Sun, 7 May 2006 22:08:15 -0400 (Eastern Daylight Time) "Dan Heath"
 writes:
> Thanks, but the question was  What is the maximum acceptable idle 
> RPM
> for this configuration. 
>  

KR> More flying

[Joseph H. Horton]

Ok, Guys another pep talk. turn off the computer, forget the cad drawing
and get out there and make some parts today. This KR with the corvair has
got to be the most fun you can have with your clothes on. (I'll verify
that statement by flying naked this evening) Ken Jones and I meet at KWAY
in southwestern PA. this morning for breakfast. The breakfast was nothing
to write home about but meeting another friend for some flying and
talking flying was a thrill. I had a little over 3 1/2 hours this
morning. Few over 500 miles round trip on just under 20 gallons of fuel.
With the tail wind coming home I saw ground speeds over 215 mph. I
started my decent from 9500 ft from 50 miles from home. Having some time
to actually cruise in a straight line gave me time to sharpen my sloppy
flying skills. I managed to stay within 50ft of my altitude and 5 deg
either side of course. (That's really good for me) Worked with the radio,
followed charts and gps. All around practiced cockpit management. 
What a great day!!!
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> kidney stone

[Joseph H. Horton]

Ken,
I can give you the name of my guy in Doylestown. I don't have any
problems yet but I am sure that he is committed to keeping guys flying.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Thu, 27 Apr 2006 23:09:28 -0400 "Kenneth Wiltrout"
 writes:
> My FAA Dr is just the opposite---this guy can't make a 
> decision 
> to save his ass. Every year he needs to consult with Oklahoma, in 
> the last 6 
> yrs I have never walked out with a medical, its always 1 or 2 wks 
> later. 
> Next time I'm going through the yellow pages.
> 
> ken wiltrout
> kutztown, pa
> 
> 
> 
> - Original Message - 
> From: "Steve Eberhart" 
> To: "KRnet" 
> Sent: Thursday, April 27, 2006 10:15 PM
> Subject: Re: KR> kidney stone
> 
>