KR> folding wings

[Orma Robbins]

Well I was thinking along two separate directions.   Have some made and sell 
them, or, have some built as part of a group build.

At this point I am not interest in sharing or selling the plans.   With the 
plans and a sample, building some more is not difficult.   I would be most 
likely trying to do one of the above.

I  believe that the wing folding mechanism represents only a small part of 
what is necessary to safely remove manipulate and nest the wings.


- Original Message - 
From: "The Ainsworths" <garya...@kwic.com>
To: "KRnet" <kr...@mylist.net>
Sent: Tuesday, February 23, 2010 10:12 AM
Subject: Re: KR> folding wings


Orma
Glad to see your 'at it'... I am in Canada and wish to have a look at these
plans and maybe 'steal' some of it for my design using the wing diheadral
start at the boat. I'll pay but not alot...especially if I am only going to
see how close it is to mine and put it with my plan set.
I'm getting old too, and I may just continue to be a KR 'wannabee'...so it
is not a big deal but will be part of a 'batch' of KR people who may be part
of a purchase. Good luck... and be careful!

Gary - Canada

----- Original Message - 
From: "Orma Robbins" <o...@aviation-mechanics.com>
To: "KRnet" <kr...@mylist.net>
Sent: Monday, February 22, 2010 10:42 PM
Subject: Re: KR> folding wings


About those folding wing plans.   I Got a set.   Still in the envelope with
all the ceertified postage stuff. .



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KR> folding wings

[Orma Robbins]

About those folding wing plans.   I Got a set.   Still in the envelope with 
all the ceertified postage stuff.

Every now and then I wake from retirement slumber and reconnect.   While 
looking for other things in my file cabinet, I ran across the set of plans 
that I purchased from the Col back in 91 (You remember back during the gold 
rush).   First thing I went to was the page with the "NOTICE IS HEREBY GIVEN 
THAT THE RIGHTS AND PROTECTIONS AFFORDED TO THE MOORE FOLDING WING KIT & 
PLAN BY LAW IS STRICTLY ENFORCED IF ABRIDGED BY ANY ENTITY7 AND/OR PATENTS 
FOR PROFIT.   EACH ORIGINAL SET OF PLANS WILL BE NUMBERED & SIGNED BY COL. 
R.W. MOORE."

Next comes the Waiver of liability.   In this section he says that if you 
are crazy enough to build and use it don't call him if you get hurt.

Missing is any mention of how many I can make with my LEGAL plans.   How 
many do you guys want., and how much U willing to pay.

Send me the mock up and tell me how many.

PS.   Talk is cheap, I might have to ask one of our legal reps

Orma
N110LR

- Original Message - 
From: "Mark Langford" <n5...@hiwaay.net>
To: "KRnet" <kr...@mylist.net>
Sent: Wednesday, January 13, 2010 10:58 AM
Subject: Re: KR> folding wings


After rereading Ray's post, I guess I'll take back that I'll document it all
and put it on KRnet.  That's Moore's "iintellectual property", so that
wouldn't be right.  Perhaps he's still on KRnet and would offer those plans.
Maybe the raffle idea for that one setup isn't such a bad idea either.  If
we can't locate him, that may be a different matter, but that's for later.

Mark Langford
n5...@hiwaay.net
website www.n56ml.com


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KR> KR Crash in AZ

[Orma Robbins]

Any more details on why the forced landing?   What about that part of the 
registration that says trustee.  Can anyone explain what that means.
- Original Message - 
From: "Lee Van Dyke" 
To: "KRnet" 
Sent: Saturday, October 31, 2009 8:20 PM
Subject: KR> KR Crash in AZ


Well, ask and ye shall receive,  Try to find KR's in AZ and they show up on 
the new.

http://www.azfamily.com/video/raw/RAW-Plane-crashes-near-Glendale-Airport-67727122.html

Lee
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KR> Flight time

[Orma Robbins]

Nice to hear that there are other KR as old as mine (first flight Aug 84) 
still out there keep it flying as long as you can.
Orma
- Original Message - 
From: "david feiger" <dfei...@centurytel.net>
To: <kr...@mylist.net>
Sent: Friday, October 30, 2009 12:49 PM
Subject: KR> Flight time


My KR2 has 1393.8 hours logged, probably another 10 unlogged. First flight 
28 September '84. Guess that it puts it in the just over the quarter century 
flying club. Based in John Day, Oregon, most of my flying is in 
eastern-central Oregon with many to Prosser/Yakema/Mt. Vernon,Wa (years ago) 
and into Idaho, plus four trips back to Traverse City, Michigan to visit 
family. Sure like the flyiing weather out here as compared to easterm 
Minnesota, northern Wisconsin, and the Michigan UP!

Built pretty much stock, taildragger,retrack, a Happy 1835cc for the first 
1000+ hours then upgrade kit from Great Planes to 2380cc (new crankcase 
worked over by Rimco). Its been a lot of fun over the years and at 72 I 
think I've got a few more to go. Never made it to Oshkosh, did to the 
Northwest Fly-in a couple times. Plane is no hanger queen, it shows its age 
and wrinkles the same as myself, but its an honest and dependable flyer and 
I'll keep it.

David Feiger
PO box 581
John Day, OR 97845
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KR> Careful what you carry with you

[Orma Robbins]

Isn't the capt/pilot of an aircraft authorized to carry a weapon aboard 
Did all the rules change, or am I way out in left field
- Original Message - 
From: 
To: 
Sent: Friday, October 30, 2009 10:24 AM
Subject: KR> Careful what you carry with you


Hi guys and girls;

My eye surgery went perfect and took less than an hour, oh I'm so glad 
that's all over with.

Hey, a word of warning. Watch what you carry with you while you are flying! 
If your not already aware.

As they were cutting my clothes off of me on the runway, one of the EMT's 
was going through my pockets and found my little 2" Swiss Army pocket knife 
that I use for everything, mostly manicuring my nails and he asked the 
senior EMT about reporting it to Homeland Security. I didn't here his answer 
but they confiscated my knife anyway but the police haven't been here to 
arrest me yet.
This country is going plain stupid.
Well anyway, have a great week everybody.
Myron D. Freeman

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KR> Oldest KR

[Orma Robbins]

Not to stir the pot, but old and flyable is still old.  Mark Langford flys 
so much that his newer KR might over take a lot of older KR.   High time is 
high time.   For the first 15 years I never had a hobbs and never cared to 
record the flight hours.   Anyway you are welcomed to have the distinction 
of having the oldest highest time KR.  It's just nice to know that some of 
the older birds are still around.   I remember Ken Cottle.   If I were a 
builder I would want to know that My effort would result in a craft that 
could endure 25 years.

Orma
- Original Message - 
From: <laser...@juno.com>
To: <kr...@mylist.net>
Sent: Thursday, October 29, 2009 6:59 PM
Subject: KR> Oldest KR


Oldest isn't going to equate with highest time.  There are probably
plenty of old KR carcasses out there from the seventies and eighties that
either never flew or only flew once or twice.

The highest time KR's that I know of are mine at 1185, finished by Ken
Cottle in 1987 and Sparky's, built by Bob Passmore and which has Dan
Diehl's first tricycle gear installation.  Sparky's has about 1400 hours.

Mike - KSEE


2 Minute Consolidation Quote!
Free online quote in 2 minutes. No credit check, no obligation!
http://thirdpartyoffers.juno.com/TGL2141/c?cp=dvVbsJb_2B3zNn99_pkMGQAAJ1A9mk8a0luj1TJO2sh3zRLgAAQFALgo-z4AAAMlABI2kAA=

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KR> Oldest KR

[Orma Robbins]

I was saddened to hear that Ol Blue was damaged.   I was just wondering which 
KR out there is the oldest still flying.   Mine is down with the engine out and 
needs a paint job.   Maybe this year it will become flight ready again, or 
maybe the auction block, who knows.

Orma

KR> Member List

[Orma Robbins]

Hello Mark, Mark and fellow Netters.   I have been out out touch with the 
net and went looking at some of the e-mail today.   I have to admit there 
have been thousands that I have not read over the past years.   I had a look 
at the members list and updated/corrected my information.   nice list.   As 
I looked for my name to make that edit, I could not help but notice that the 
list of names under the edit function were not in alpha order.   That would 
make it easier to find yourself.   Perhaps at some future date that feature 
could be added to the list.

Orma
- Original Message - 
From: "Mark Jones" <flyk...@charter.net>
To: "KR Net" <kr...@mylist.net>
Sent: Monday, October 26, 2009 5:14 PM
Subject: KR> Member List


Guys,
For those who do not know about this list, here it is.
http://krnet.scottstanton.us/cgi-bin/krnet_list.pl


Mark Jones (N886MJ)
Stevens Point, WI
E-mail: flyk...@charter.net
Web: www.flykr2s.com
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KR> Dead Stick Landing

[Orma Robbins]

Glad you got down in good shape.

Orma

KR> Foam

[Orma Robbins]

That foam should still be excellent

Orma

KR> Glue Joints not holding

[Orma Robbins]

I've used West system epoxy for the last 10 years or so and do not have
failures.  T-88 is usually reputed to be good, maybe you have a bad batch.

KR> aluminum

[Orma Robbins]

In Highland Park MI  there is a vendor called Factory Steel.  I believe on
Oakland Ave.   I don't have the number, information may.

Orma

KR> Question about airworthy certificate

[Orma Robbins]

Wow!!!  In my last conversations with the local FSDO I got the impression
that they wish homebuilt would go away.   First they assigned one guy to do
all the airworthiness inspections in his region and now they have appointed
DAR's.   My experience tells me without asking that if the aircraft is
certified with retracts and later changes to fixed.   The minimum
requirement for either a repairman of IA would be to document the change on
a 337 with a signed return to service entry in the log book.   As for flying
off a restriction, it is up to the FSDO to assign restrictions.   My best
bet is that if the FAA is asked, and an official answer demanded, that an
entire subject of would have to go to DC for staffing.   In the past the
FSDO bosses were given authority to make such decisions within their FSDO.
My thought is that (I'm basing this on a recent e-mail comment I received
from the chief of the DTW FSDO)
In all major repairs the IA or repairman signs the form 337 and directly
sends the doc to Oklahoma City, for filing and review.   They then have the
right to request that  a field inspection be performed by FAA or DAR
personnel.   I would say this includes experimentals as well.   Orma L.
Robbins
N110LR 1984 to present

KR> I'm new looking for info

[Orma Robbins]

Hello Lou

Welcome!!  Sounds like quite the history.  I have a KR2 and am also 200# and
it's just fine.   On the other hand the KR2S reflects the latest changes for
the KR design and beyond that is the work of others like Mark Langford.   Go
the www.krnet.org and look at all the recent work.  We also have a new forum
which is at www.kr2forum.com

again welcome
Orma L. Robbins
N110LR 1984 to present

KR> KRforum vs KRNet

[Orma Robbins]

Yes there are pro's and con's for any new venture.

I have been absent for most of the past year and my outlook express
collected KR mail for me to read at my leisure.   During the month of
December and a few weeks before I saved over 1000 emails to read later.  I
will probably eliminate most of them as I have only been following some
subject.

The mailing list as some of us remember came after long absences and missing
editions of the old KR news letter.  Some of us used to wait on the news
with baited breath..

We have struggled for a lot of years in this group trying and succeeding  at
keeping the KR dream alive.  But like all entities we need room to grow
also.

Other attempts at alternate lists and scattered forums have only had limited
success.  The current kr2forum.com can succeed and grow where the mail list
has no room to evolve that I can see.

As the news letter ended, compiled CD's were made available and I got one
just in case I needed some of the information.   Perhaps the same can be
done for the Mail Archives.  Just in case as Mark so elegantly put it, the
web sights disappear.

I for one always try to look when someone discussing a point or problem adds
a link to a new picture .  It's Oh so nice to read and see what the person
is talking about all in one step.  Saves lots of  by not having to follow
the link to someone's site and then navigate to the picture on a page that
is still a few strokes away.

I started my experience with the new forum by listing and showing an Ellison
for sale.  It sold the same day and is now on it's way to the new owner.
Simple and easy thanks to the new forum.

With this forum you can see in at least one area who is also in the forum.

I plan to post this in both places.
Orma L. Robbins
N110LR 1984 to present

KR> R3000

[Orma Robbins]

Wow is That's not a VW any more and with all that new engineering will
probably cost as much as a new Jabiru or small Lycoming at 15 to 20K
Orma L. Robbins
N110LR 1984 to present

KR> Insurance

[Orma Robbins]

Thanks guys for the information about insurance.   I'll let you know how it
comes out.

Orma L. Robbins
N110LR 1984 to present

KR> kr2forum.com

[Orma Robbins]

Wow, I like the new forum and the administrator has let me in.   This comment 
is illegal here as is my saying I have an Ellison for sale (Not Friday).  At 
www.kr2forum.com there is a place for all the things we do here.  Come on guys 
go look and lets get on board.
 Picture of tweety and the Ellison can be found at www.kr2forum.com 

Orma L. Robbins
N110LR 1984 to present

KR> Insurance

[Orma Robbins]

Hi Net, 
I'm still out here.   Been away and have not given much time to the KR.  I need 
help.  I've not had liability insurance in over 20 years.   My airport is going 
high security and is issuing ID badges with gate security and of course they 
are demanding proof in ins.   I did a search and came up with the names of AUA 
and an agent named Sky Smith.  Contact information for these and any other 
pointers and suggestions would be appreciated.  
Also, I talk too much what things do I probably need to discuss, or not as the 
case might be.
Please send any replies off net to o...@aviation-mechanics.com   

Hope to be more active this year.  Would like to attend the KR 35th, but I 
can't see that far yet.   Nice to see all of you guys are still here.

Orma L. Robbins
N110LR 1984 to present

KR> Insurance

[Orma Robbins]

Thanks Larry

Well since I have to buy insurance I might as well fly

hope to see you guy by Oshkosh time

Orma

KR> Turbo's

[Orma Robbins]

My engine has the compression set to 7.5:1.  I have not experienced any
knock, lots of power and too much heat in the oil.  As for my turbo setup, I
have dual egt, 4 CHT, as well as manifold pressure.  To satisfy the thirst
of the turbo at high boost, I have a boost pump, which is a Facet pump which
I only use for takeoff and climb.   After that it's back to gravity feed.
My carb is a revflow and positioned for suck.   It is up front and gets ram
air.  The distance from the back of the carb to the impeller is less then
12in.   I have been using 100LL.  My waste gate is manual.  I'm considering
installing a BOV to prevent overboost.  I could use a new prop to optimize
the planes performance.
Orma L. Robbins
N110LR 1984 to present

KR> turbo

[Orma Robbins]

Hi Net
This reply is a bit late, but perhaps will aid anyone wanting awesome power.
Getting the genie out of the bottle is not a problem, keeping the genie from
blowing up the bottle is quite a bigger concern.  I wrongly used the
rational.  Ford utilized a t3 in the turbo coupe and made 180 or so HP
from their 2300 engine.   In the Turboford.org forum, there are guys with
300HP and up versions.  My 2366 type 4 VW has a shorter stroke then the ford
and is probably making way over the magical 100HP.   I was wrong in thinking
that I actually had time in the cockpit to manually control the boost.   I
would always start with the waste gate open and set my boost on the roll,
during the first few seconds after full throttle was applied.  keeping
control of the power is the essential part.   Full boost would have been too
much for the engine as it could easily make over 40hg on a cool day.
After one more vehicle project I shall return to my KR engine and this time
I plan to install a BOV.

I'm not sure an automatic waste gate is a good idea.  at altitude,  how well
will it function? .

I could not use full power and full boost at the same time between surface
and say7000'   I have been to 10 and still had plenty of boost at full
power.  I will probably have to fly it west to see what it can do.   I have
not had the pleasure of doing that yet.

If I'm correct a smaller turbo spools faster but gives you less total boost.

Orma L. Robbins
N110LR 1984 to present

KR> engine parts identification

[Orma Robbins]

Hi Ron and net.  I probably missed some of your thread.  What is your
ultimate goal for the collection of parts.   If you could send me a few
pictures off net perhaps I can help identify them.
As for the case, type 1 and 3 are similar as are type 2 and 4s.   2/4 cases
have the square tower with the oil breather near the pulley end of the
engine.
As for the crank, the end of the type 2 and 4 is different then the type
1/3.  The end of the type 4 is tapered
The crank can be measured from the center of the rod journal to the center
of a main journal.  for example type 2/4 can have 66, 71 or 78mm.   The rods
are matched to the crank in that 66mm rods wont fit the 71mm crank.
Heads are also somewhat distinctive.  type 1/3 have exhaust ports on the
ends, type 2/4 have the exhaust on the bottom of the head.  Then there are
single port and dual port heads, some with three bolt and other with 4.
The pistons can be measures to determine diameter.   With diameter, stroke
and head cc you could determine total displacement.
Don't assume anything as far as oem, these engines were made in several
countries and even aftermarket for others.   After 40 years some or all
could be aftermarket.


get your book and a good ruler measure make notes and call Steve Bennet at
GPASC, and talk to him about the differences.
you can go into some of the web pages of the members who are using VW's and
look at their engines

.Orma L. Robbins
N110LR 1984 to present

KR> KR PLans on CD

[Orma Robbins]

It states it's located on the" left coast"

Orma L. Robbins
N110LR 1984 to present

KR> Engine identification

[Orma Robbins]

visit several web sites, including Great plains, Mark Langford, and others.
the differences are not always visable.  The difference between some engines
is the throw of the crank.  Steve at Great Plains has lots of information
and books to sell.

Orma L. Robbins
N110LR 1984 to present

KR> KR2S Life Span

[Orma Robbins]

Most KR have an infinit life span.  As already stated it depends on the
state of maintenance.  I have stored my KR in the hanger and outside.  The
snow and ice from being stored outside in the heart of Michigan winter did
more damage in one season then all the bad landing and other life span
shortening mishaps.  Builders and rebuilders seem better equipted to keep
the KR going.   The most damaged KR seem to be from extreme hanger rash.

Good glue joints will last forever.   Damaged wood can be replaced.   I
stored outside for 5 or so years a boat stage KR belonging to a friend.  In
all that time it suffered no ill effects.   I have no Idea what effects
continual sunshine like being in Navada or other dry sunny places might
have.

N4DD was one of the first KR's and it's like the energizer bunny.

Orma L. Robbins
N110LR 1984 to present

KR> Weather Gods

[Orma Robbins]

Hello fellow netters.  The weather issue sits hard on me.  I have not
regularlly attended the gatherings, and I hesitate to chine in on this
except!!!  Both of the gatherings I flew to had weather problems.  I agree
with Colin in that as a non IFR pilot in a pretty well equipted KR with 20
plus years of flying my KR, I had to deal with the worst conditions on both
occasions.  Those who remember Barkley 2000 know that all the drivers went
home on sunday and the flyers had to stay for 3 extra days to get out of the
valley.   Last year was even more exciting flying through haze soo bad I had
to use all my limited IFR training.  It did not help that on the way home my
engine quit in that same haze and thank god for the gps, which showed me my
nearest was only 7 miles dead ahead.

I second the recommendation that all recent attendies be allowed to vote on
a date.

Orma
Tweetie still sick from cam indigestion

KR> ELT requirement

[Orma L Robbins]

There was a guy flying locally that did not have an elt.  He was in a 
turbine helo.  He went up north on a cold Michigan day and crashed in the 
woods 10 miles from town.  He survived the crash but had two broken legs and 
no operating radio or phone.  He crawled away from the downed craft, but had 
to crawled back.   He died of exposure within 24 hours of his crash.

Orma Robbins
N110LR 

KR> How many flight hours before flying KR ??

[Orma]

Hi Jeff
 After posting I did realize that There are a lot of pilots who have other 
experiences.   But, in the old days 84 all we had was the news letters, and 
seeing a KR was limited to Oshkosh.  My first flight was a mistake.  We had 
all been told to have lots of hours on the engine to ensure it would perform 
as required without worry and to get lots of taxi practice.  I had about 10 
hours when my first flight occurred.  As most TD pilots will agree, the 
hardest part of flying a TD is the transition from tail down to tail up and 
vise versa.  On my first flight, on a 50X5000 foot runway I applied TO power 
and began the first of three transitions, all at full power.  As I went to 
lift the tail for the third time, I had both airspeed and angle of attack. 
The plane popped into the air and I decided to fly rather then attempt 
landing for the first time without the pleasure of having flown the 
airplane.

This was all we had.  Everyone continually talks about getting a ride in the 
KR.  You're not going to get enough to make you a good KR pilot.  Regs how 
require a TD endorsement.  As all the comments have indicated, even with the 
KRnet, getting a ride or quality time in a KR is still not likely to happen. 
After building a KR you have to get in and get to know every switch, knob, 
control, gauge ect. so that it/s use is automatic.  In the 21 years of 
flying the KR, I say that it's just another low wing aircraft.  Another 
point is that the average KR is not a high performance Aircraft.  Most KR's 
are fixed gear and only fly about 150 at best and stall at around 52 mph. 
If built correctly, it will have a gentle straight stall.

The old builders of the KR were motivated by Bang for the Buck.  It seems 
that today's builders by and large have more resources (money).  After fight 
training, I could not afford to keep renting aircraft and decided to build 
the KR.  During my time building, I was only able to fly a few times, I 
needed to finish the KR for affordable flying.  After 10 years in the KR, I 
had 3 hours with an instructor in a Cessna 205 Bird Dog (WarBird) and 
learned a few things to make the transition easier.  All of which were 
mentioned in the current or past threads on this subject.

Although the KR is unique, cute, quick, it is stall just a light low wing 
aircraft.


Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Another paint update.

[Orma]

That white is really bright, what is the brand paint and number??

I don't see paint on the walls, where did you paint at???

Orma

KR> How many flight hours before flying KR ??

[Orma]

I only had 60 hours or so when I completed and made the first flight in my 
KR.  I had no taildragger time.  No problems

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> WEST EPOXY

[Orma]

I'll have to admit that of all the popular epoxy brands that are out there, 
I have not used T88.  I have for the past 15 years used West System.  I have 
used both fast and slow versions.  I used WS when I instructed at an A 
school on a spar project, where the students scarfed a length of 3/4 spruce 
or pine and following the gluing, they would test the piece to destruction 
by suspending the piece and loading it with weights at the splice.  None of 
the failures occurred at the scarf joint, except where a student failed to 
properly glue or clamp the project.  I keep my WS outside in the cold and 
season after season it still works.  I feel you could debate the glue issue 
long and hard, and WS will still be in the range of good epoxies to use.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> KR1 project for sale

[Orma]

Where is the project and could you send me the pic's

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Retract gear

[Orma]

Hi Bobby.

Another factor to consider when deciding to modify or not is that the KR 
with retracts is not a soft or rough field aircraft for several reasons. 
The aircraft is too close to the ground, and the retracts were too springy. 
My gear uplock per plans shook so hard and violently during my only 
experience on soft field that I never tried it again till I converted.  That 
one trip bent every bolt in the retract system. Lastly the retract never 
gave most of us extra speed that we hoped for and the potential for ground 
accidents increased.

The fixed gear conversion was the best thing that ever happened to my KR.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Tweety update

[Orma]

I finally got motivated to go to the hanger and pick up my type 4 case half's 
to start the process of trying to get the aluminum cam gear slivers out of the 
case.

Except for the recommendation to buy a new case, are there any suggestions out 
there on Things I might check or do.  

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Ken was lighter than we thought!

[Orma]

Mine says the same thing, book #59

Well it just goes to show that the pen is mightier then the sword.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR specs at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Jailbird

[Orma]

If you decide to part out , send me an e-mail

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> The Verdict

[Orma]

Thanks for the update Dan. 

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Laptop batteries

[Orma]

Happy New Year Netheads

As most of you know I am an AP/IA.   I received this morning a post from my 
local FAA FSDO with an alert about potential cockpit fires related to Laptop 
batteries.   With all the talk in our group about air maps and laptops, I am 
passing on the link sent to me, just in case someone in our group is using this 
equipment.



"Certain laptop computers' batteries pose a latent hazard of shorting out, 
overheating and possibly causing smoke and flames.  The manufacturer of  those 
batteries has launched an extensive recall action, and will replace the 
affected batteries.  Users of the subject laptop computers have been advised by 
the laptop manufacturers not to use their computers on battery power.  However, 
not all users will get the word while the recall is in progress, and may never 
get the word.  The potential hazard in airplanes is obvious.  Inspectors and 
air operators should be aware of the potential hazard, and of the in-flight 
fire  countermeasures contained in AC 120-80, In-Flight Fires."

Here is the link   
http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/


Orma L. Robbiins
AP/IA

Re: Réf. : KR> Bad day

[Orma]

By the way, does it help if I send you an electronic copy of the engine 
manual I have?

Hi Serge,
Can you send me a copy of the manual as well.

Orma

KR> aileron hinges.

[Orma]

I'm not an engineer or even an expert,  but how valid is static testing with 
no air load on the aileron.   Our operating environment has air moving over 
that service at up to 200 mph, which I would think would effect the outcome 
in serviceable hours.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> wing skin shrinkage

[Orma]

For the most part you will see the same thing on just about all plans built 
KR wings.   Mine look that way and one of them has been around for over 20 
years.


Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> reason to own your own airplane

[Orma]

I hate to jump in and add another Me Too,  but if you are building a KR and 
have young kids, you'll appreciate the story.

Orma 

KR> VW rpms

[Orma]

"i am informed doing the hvx mods are a good idea too"

Ok guys, help an old guy out what is the hvx mod's?

Orma

KR> wet spars

[Orma]

I would put clamps or weights on the spar to hold it flat while drying

Orma

KR> Steve Jones

[Orma]

Thanks for all your hard work with the Memorial.   

Orma

KR> GPS

[Orma]

I can only say that when the fan quits turning, and Garmin says  the nearest 
is 042 degrees, and you line up drop the nose and there it is.  Some of the 
pucker factor subsides.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Geared vs direct drive

[Orma]

Well, since you bring up the subject, I'll say a little.   My daily driver 
is now an 87 Mustang LX with a 88 Turbo coupe engine.   Depending on who's 
manual you read, the original 2300cc (Pinto) engine was rated at 88 hp and 
the Turbo Coupe rated at 145 or 180.   I have taken an earlier Turbo Coupe 
turbo and installed it in my 2366 Type 4 VW.   As Colin indicates, I could 
not just bolt on and run and expect to go from what ever my VW hp was to a 
level  somewhere near the TC (Turbo Coupe) published rated hp.   My original 
goal was to increase my power enough to be able to have a suffiently good 
climb rate to be able to carry a passenger.  I felt that if I could obtain 
100 hp from the 70 or so in the Type 4, that the power would be there.   I 
think I have exceeded that.   And yes there are problems.   So far they 
involve sealing the head to prevent gas leakage.   Finding the correct prop 
to absorb the power.  My current prop is a Sterba 54X52 cut down to 52X52 
full blade.
I am no where near ready give up on the turbo.   All in all the turbo adds 
complexity to the whole firewall fwd.   I would consider a larger engine if 
just building,If you already too heavy and trying to decide direct drive 
vs. gear drive.  I would go certified if I had it to do over and the money 
was available.   If you are building with a goal of flying at a low cost,  I 
would ensure that my empty was 450 and put on one of Steve's 1835's and go 
flying.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> GPS

[Orma]

I always fly cross country with my knee board strapped on and my sectional 
neatly folded and attached along with a pencil or pen.   Although possible, 
it is not likely that the engine and the battery will both die at the same 
time.   Especially in the case of the GPS, I always leave home with a new 
set of dry cells in the box and in the unit just in case.   If all else 
fails I would just use the training I received to look for a suitable place 
to park.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> performance numbers?

[Orma]

I sure wish Santa could bring me a constant speed prop for Christmas. :-)

Larry does anyone make one for the O-200???

Orma

KR> Sonerai

[Orma]

Get in touch with Steve Bennett at GPASC

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Timing the Mag, WGC, and carb air intake design.

[Orma]

Glad to hear you got it going.   Making airplane noises is a lot more fun. 
Some times I forget the small things that I have done.   Since the mag comes 
new with a blank harness cap ( for those who do not know, the mag and the 
harness assembly are sold separately), I made my own leads from automotive 
wires.   I drilled that blank cap with a bit that was smaller then the wires 
and forced the wires into the holes.   I use normal auto spark plugs with 
the auto wires.   Once the mag is set to fire on the correct cylinder, I 
simply use an induction timing light and the marks on my prop flange to time 
the mag to the engine.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> To center the stick or to not center the stick???

[Orma]

Two more cents worth.   I have a center stick and have been flying the KR 
with it for over 20 years.   Yes, I have strattel the center stick and flown 
in the center of the KR.   I have learned to fly the KR with my right leg, 
while trying to read or fold a map.   I have flown the aircraft with my left 
hand while using the right to do other things.   After having said all this, 
and after all this time I still yearn for a dual stick so that I can have it 
available to either hand.   I really tire trying to fly with the left hand 
while trying to tune the com set with the right.   My pre-made header tank 
placed the radio cutouts to the right of center and it always needs the 
right hand to operate any thing in the stack.   I agree 100 percent with 
Dan.   Put the control between the pilots legs even if you don't put in a 
stick on the co-pilots side.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Timing the Mag

[Orma]

Hello Dan
By now you have probably timed your mag.  I hope so.   If not here is a 
quick and easy way, provided the mag has not been opened and the internal 
timing altered.   First identify which position on the mag is the # 1 
position.   In reality it does not matter, except that the existing harness 
will probably only fit certain plugs because of the length of the lead.   If 
you attach the harness portion to the mag and lay the leads out to where 
they will be installed. You then take the mag and rotate it by hand, you 
will hear the impulse coupler snap and the leads will spark.   Continue to 
rotate until the lead for the #1 cylinder sparks.   You must remember that 
the impulse coupler is designed to retard the timing and spark at TDC and 
once the engine is running the timing will automatically advance to it's pre 
determined setting in some cases that's 26 degrees.   In theory all you have 
to do is set the engine to #1 cyl TDC and the mag to #1 cyl TDC and install 
the mag, and the engine will run just right.   To help install the mag in 
the engine without loosing the #1 TDC position, there is a feature that 
allows you to remove the cap with the leads attached (it only fits on one 
way anyway) and there is a hole in the top of the distributor cap designed 
to fit a small pin like tool in a hole that locks the mag in the TDC 
position, allowing you to put the mag on the engine without the gears inside 
the mag moving from the TDC position.   The size of the pin is somewhere 
between 1/8 and 1/16 of an inch.   Care must be taken with the tool inserted 
to insure that the coupler is not rotated because rotation with the pin in 
place will cause the plastic gears inside the mag to break.   A tip that 
will help is that when the coupler snaps, it generates forward momentum due 
to spring action.   To set TDC at the correct hole, you let it snap and then 
rotate it backwards just enough to get the pin to insert freely.

Although the buzz box is helpful, it is useless until the above procedures 
are accomplished.   I have used a standard automotive timing light with 
equal success in fine tuning the timing.   I usually do this only on an 
initial installation and always with the prop removed.   It requires that 
you mark the prop flange with a TDC mart and some degree indicators.

Hope this helps.   If I missed something let me know.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Timing the Mag

[Orma]

Yes

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Second Flight

[Orma]

It's always great to hear new KR's having great flight reports.   Flying a 
bigger pattern or making an orbit of the airport helps give you more time to 
plan your landings.  75 mph does not sound bad.   When you get all the 
numbers I hope you'll add your KR to the KR info sheet.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Sand Bag Testing

[Orma]

Years ago I flew with passengers.   Most of them under 150.   Recently I had 
been flying with salt bags of 40 lbs each for a total of 160.   I did not make 
the jump to 200, because I wanted to fly with the 160 until I got used to the 
weight.   I think now before I fly with weight again, that I will weigh the 
aircraft with the different weight configurations and see before hand where the 
CG numbers are and compare that to what the 160 lbs felt like.

I would be interested in reading how others have increased their weight and 
what experiences they had.

It is my understanding that the stall speed could all but double in a bank.   
Colin is good with that kind of info and perhaps he will weigh in with a few of 
his brief remarks.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Weight testing

[Orma]

My problem with a dummy that weighs 200 is that I could not lift it into the 
plane.   I always tied down my bags of salt, using the seat belt and 
shoulder harness and extra rope to secure the load.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Tweety update

[Orma]

As most anyone that follows the net knows, Tweety became seriously ill on the 
way home from Mt Vernon.   I finally opened her engine to detect the reason for 
her illness.   As I had previously stated, the cam was not turning and I had 
suspected a break.   I was wrong.   The full story:During the engine 
buildup, I installed a new cam.   It required that I remove the rivets in the 
old cam gear and attach that gear to the new cam, using the supplied bolts.   I 
had clearance problems with the oil pump.   I had to shave some of the head of 
the bolts to gain clearance.   I installed and torque the bolts.   I did not 
use lock tight.   My engine manual did not address the installation of an 
aftermarket cam in the engine.   Over the course of the year, the bolts 
loosened and setup the problem that followed.   The bolts could not come 
completely out due to the oil pump.  They did begin to hit the pump and after 
loosening, the bolt holes elongated and it appears that the cam gear teeth 
started to wear thin.  At the time that the engine quit, most teeth were thin 
and razor sharp.   The point of failure occurred when a series of about 10 of 
the thinned gear teeth finally sheared and the cam stopped turning.   The rest 
is history.   The crank shaft mounted cam gear is galled, the crank needs 
polishing, I need a new oil pump, serialized aluminum parts are in every 
orifice in the engine, and the cam is useless.
>From here it looks like a total rebuild.   The problem with the head burning 
>through is still a problem.   I have been talking with Fat Performance, they 
>race turbo VW's.   They have a process that is designed to provide a better 
>seal for the cylinder heads to prevent leaks of the type that I had.   I will 
>be shipping my heads to them.  

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Accidents

[Orma]

I have long understood that some people build for the sake of building and 
others build to feel the rush.   The weak at heart sell fast and the rest of 
us junkies keep going back up for the ride.

Orma 

KR> Aviation

[Orma]

I entered aviation professionally at the age of 19 by entering the Airforce,   
Since then in my mechanical capacity I have worked in Airlines, Corporate, 
Freight, Air Taxi, and Flight schools.  I learned to fly 22 years ago.  I am 
now 58.   
So What you say.
>From what I have experienced people fly for different reasons.   The type of 
>plane they fly gives them different emotions.   The commercial guys fly for 
>money, they don't always enjoy it.   The young flight instructors fly as a 
>means to get to commercial goals, sometimes they don't enjoy it.   To keep the 
>boring reading down, I'll jump to the KR.   Why build and fly the KR?   Why 
>put in a Corvair, vs. a 1835.   Why stress it to plus 6, minus 4.   Do I need 
>to say that  IT'S CHEAP, EASY TO BUILD, GOES REAL FAST AND MOST OF ALL IT 
>EXCITES SOME OF OUR PRIMITIVE EMOTIONS.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> measure and verify the actual CG location, prior to flying.

[Orma]

"and know the station of each variable"

Dan for some reason I just don't think that placing a 40 pound weight that 
has a area of 2 square feet can accurately be calculated.   Perhaps it would 
be better to do a W/B with a live 200 pound person and see just where the 
CofG is.   If I remember correctly when you did your W/B you used a real 
person.

Orma 

KR> Gear legs and belly-boards

[Orma]

While my KR was a retract, and before I installed flaps, the only was to 
slow the KR to a reasonable landing speed was to fly with the nose high and 
the tail low.   If not, the approach speed would always get too high.   It 
was quite common for me to come in and land with the tail touching first. 
The tail would touch and you could hear that little caster wheel start to 
spool up and the tail cone would act as a megaphone and the noise was like a 
roar.   I could balance the aircraft on the tail and very slowly lower the 
nose until the mains would touch.  My forward roll out would me all but non 
existent.   This could usually only be accomplished with the wind down the 
runway.
Obviously I changed gear and added flaps for a reason.   On all the days 
except the perfect ones, My approach had to be flat and in the nose high 
landing attitude I had no forward visibility.   The flaps corrected that 
problem and the fixed spring bar gave me the ability to bounce on the days 
when I was less then perfect.
Now most of the time I wheel land and hold the tail off like Larry described 
till it won't fly any more and use lots of brakes to keep the roll out 
short.   On the occasions when I have had lots of pattern practice and fly 
the final approach at less then 70 MPH my roll outs are fairly short.   As 
my approach speeds near 80 MPH, I can float for what seems forever. 
Managing the final approach speed and visibility over the nose was my 
motivators for installing flaps.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Steve Jones - Obituary

[Orma]

About the Obituary and contact information.  I copied the following from the 
Obituary on line. " with a service to follow, at the Triple Diamond Jet 
Center  (  Diamond Jet | 220 Airport Ave. East, Venice, FL 34285 | 
941-485-1799 .)  at the Venice Municipal Airport. Burial will be in 
Englewood, Ohio. Farley Funeral Home( Fraley, Ada - Stocker-Farley Funeral 
Home. (937) 448-2111 ... 400 Union Blvd. Englewood, OH Map.)  is in charge" 
I'm sure that one or both of these locations can help with contact 
information.

I sent Mark J a contribution.  Perhaps the Gathering fund could advance some 
funds to make up any short fall.

As for the cause of this tragedy, perhaps health or aircraft malfunction 
might be factors.  It does not seem likely that a pilot at his home base 
would not be accustomed to the over water takeoff

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Risk assesment

[Orma]

Risk Management is something that each KR pilot has had to resolve before 
his first flight in his KR, be he the builder or a purchaser.   Each time 
something unfortunate happens,  each one of us examines his own Risk 
Management program, to look for holes.   I had a few in mine, else my engine 
would not have quit on the way home from Mt Vernon.   True enough Steve 
Jones paid the ultimate price operating his toy.  However, unless I missed 
something, we really don't know why.   There have been KR's built of $1500. 
and I'm sure some are close to $20K.  Putting a band aid the size of a BRS 
on the KR is over kill for something that should not happen.  Granted if 
another plane clips your wing and you can't possibly fly, the band aid would 
be great to have.
Speculating that BRS.s are a great addition to the KR is beyond the concept 
that Ken dreamed and passed on to us.   Build it light;  learn to fly it 
well ( including stalls );   keep away from the things Ken cautioned us 
about;  use good quality parts.

Experimental aircraft were being produced at about the same rate as 
certified aircraft, until the advent of Light Sport.   Now that may change 
the numbers a bit.  I don't think so because manufactures want just too much 
for their craft.  The point here is that if you look at all fatalities in 
the KR and even other Experimental, if you take out the human factors and 
pilot errors, the true numbers aren't that alarming, compared to other 
aircraft and way far less then other hobbies.  An example of which is 
surfing.

In the 21 years that I have been flying my KR, including engine problems 
three times, I never wished for a magic canopy to lower me to the ground. 
If I had one when I was 155 miles north of Mt Vernon, I still would not have 
used it.

My concern is that finding a cure for Steve's fatality before we know why it 
happened, puts un-necessary fear into the KR family, especially those who 
are new.   Ken's creation has been changed and modified in some very 
beneficial ways, and most of the changes have come slowly and not as a quick 
reaction.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> rudder return springs.

[Orma]

Ok I can see that some of you spend too much time on your computer and not 
enough time building.  First of all with me in my KR, if I had no springs, 
no cables, and no brakes attached to my rudder peddles, they still would 
have no place to fall except on my feet or shin bones.   Get back to the KR 
and install the dual peddles that most of you have and you'll see that there 
is not really a problem.   I flew my KR with the peddles mounted on the 
floor with no spring for a few years and finally installed a spring to get 
rid of the slop when my feet were occasionally retracted from the peddles. 
Your feet can't go far, there is just no room.   At the present time my 
peddles are hung from the shelf and unless they drop off, they just hang. 
Springs are nice to have, but you can get by without them.   With heal 
brakes, there is still no place for the peddle to fall with you in the 
cockpit.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Diehl Accessory Case

[Orma]

Some time in the past I used the Diehl case.   It is a good product and 
provided the answer for several problems, the biggest of which was the starter 
that could not turn the bigger engines.   I like a lot of electrics and did not 
like the limited amps.   I mainly used a Volks Power case (out of production) 
and recently modified it to use the same starter as the Diehl case.  I looked 
at the Diehl case trying to determine if it could be modified to accept a belt 
drive and slot to run a normal automotive alternator.  I determined that it 
could be done, but required too much work.  A different flywheel would be 
needed and the offset for the starter would have to be changed.   You would 
have to get some one to make a combination mag drive and V pulley to fit in the 
mag drive hole.   You would have to cut the case for a belt to pass outside and 
last but not easy you would have to have an area of the back of the case 
stiffened to be able to mount the alternator to.   Perhaps any one interested 
in such a case could call Dan and investigate his willingness to develop a new 
product.  You never know.
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Diehl Accessory Case

[Orma]

Also my good friend Brian thinks that he can modify an alternator so that it 
can be installed into the mag drive hole and run as a direct drive unit. 
If you're not using a mag, that's a good idea to attempt.
Orma L. Robbins 

KR> The plans have arrived!

[Orma]

Happy building
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> aluminum bar stock

[Orma]

There is a place in Highland Park Michigan called Factory Steel.  They sell 
all kinds of metals.  I don't have a number.  I don't know if they ship.

Orma 

KR> Tire Pressure

[Orma]

40Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> nose gear

[Orma]

Mark does that mean that if you are careful that you could run a 79 inch 
prop (smile)

Orma 

KR> glue joints

[Orma]

One of the properties of epoxy is it's ability to soak into the wood.   As 
the epoxy cures, the bonded epoxy includes the wood which had soaked up the 
epoxy.  I believe what you say is correct to a point, but the soaking of 
epoxy into wood is completely blocked by the sanding process.  On the other 
hand, the dust from sanding should be removed as completely as possible

Orma 

KR> using Key off/run/start switch as master?

[Orma]

At one time I had a do all one switch, and it had a momentary failure in 
flight.  I bet my heart did not beat again until the plane came back to 
life.  I landed and replaced the switch and immediately modified the plane 
to install a high grade switch for the Ignition only( Battery 009 ).  If you 
were to have a short in the system that could start a fire, the only way to 
stop the fire would be to stop the engine.  I don't think it is the best 
option.   On most commercially built aircraft they even isolate the 
communications equipment so that system shorts can't harm the radio's.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Re: Side sticks

[Orma]

Hello Mike Turner and Net.

I have placed a second web page in cyber space at
 www.kr-2.aviation-mechanics.com/sidestick.htm  
This has Mike's narrative about his side stick and some more pictures.  His 
original page with the widened fuselage is at 
www.kr-2.aviation-mechanics.com/widen.htm.  

Mike the side stick site could use some more close-ups of the stick assembly.


Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Re: Side sticks

[Orma]

Pictures of the pulley that is incorporated into the stick and pictures of 
how the stick attaches to the fuselage.  I have given a lot of thought to 
widening the fuselage and right how I have a single center stick.  I think 
that I would opt for dual floor mounted sticks since I get tired of flying 
with my right hand only and would occasionally like to switch hands.

Orma 

KR> Broken tail wheel

[Orma]

All this discussion of late reminded me of a time that I landed my KR in 
Indiana for a local EAA event.   When the hot dogs and roasted corn were gone 
and it was time to leave, one of the good follows from the chapter asked how I 
intended to leave with only half a tail wheel.  It appeared that at some point 
in my journey the tail wheel bearings quit and my wheel had been ground in 
half.  After unsuccessfully looking for an hour for a sacrificial shopping 
cart, I decided to continue my flight home to Michigan.  I explained to the 
puzzled onlooker that if I had taxied in without knowing the tail wheel had 
failed, that I could continue in the same condition.  At that point I hopped in 
and taxied out using differential braking and forward pressure on the stick to 
keep the weight off the tail.   

Over the years I have found that it is not as important that I fly a 
taildragger or a nose wheel aircraft, but what is most important is that I 
learn and practice which ever one I use, so that I am safe.

Be safe and finish those KR's.  I ordered a new cam from GPASC yesterday.

Orma 

KR> Broken tail wheel

[Orma]

I don't think that my flat tail wheel caused that much sparking.  The two 
things that impressed me the most was the fact that it did not collapse and 
the plane was guided right down the center line.  The centerline paint 
caused more fire then the gear itself.

Orma 

KR> VW Valve covers

[Orma]

I have used both the cast alum and the stamped covers on my type 4.  The 
stamped ones are lighter and do not leak.  I use non hardening prematex on 
the cover side only and nothing on the head side.

Orma 

KR> Hardware

[Orma]

Hardware standards
NAS = National Aerospace
AN   = Army Navy
MS   = Military Standard
SAE = Society of Automotive Engineers

I think that AN is the oldest of the one's listed.   I had to learn the 
exact differences, times in history and other info when I joined the Air 
force almost 40 years ago and it's probably only necessary to know that if 
you want to know the exact meaning of the standard, it is written down in a 
book somewhere.

Orma 

KR> Bubbles

[Orma]

Bubbles are sometimes formed by moisture under the skin that cooks and the 
gas expands stretching the plastic skin.  Another cause is the use of spray 
foam, which sits un-cured encapsulated by cured foam and glass, until one 
day it gets enough heat to cure and at that point it expands, creating a 
bubble.  Depending on how your bubble was formed, you can do as Ameet 
suggested or you can cut the bubble and inject epoxy under the bubble, cover 
with waxed paper and add weight till cured.  If the bubble was caused by 
spray foam, you might have to use a heat lamp to look for other uncured 
spots

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Bubbles

[Orma]

"Don't heat them you will get a bigger bubble...".

I do agree with Lee that heating may get you bigger bubbles.  I must add 
that in the case of uncured foam, it's like having little time bombs that 
will eventually all cure when exposed to enough heat or sunlight.  The 
problem is that they will not cure at the same time.  Each time a spot gets 
hot enough another bubble will appear.   To make sure that you only have to 
do the repairs once, applying heat will cause the remainder of any foam to 
cure and then you can fix them all at once.
Mark this is a just in case recommendation.  You never said what you think 
was the cause of the bubbles in the first place.  This problem with using 
spray foam has been documented before and a lot of builders avoid it's use 
for this reason.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

Re: Réf. : RE: KR> Bubbles

[Orma]

I know that trapped moisture that could come from wet sanding could do 
something similar.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> How to widen and KR2

[Orma]

Send me some pictures and I'll post them to the web.

Orma

KR> How to widen and KR2

[Orma]

Hello Mike Turner and net.  I received the pictures and have uploaded a page 
to my web site.  The pictures supplied my Mike can be seen at
http://www.kr-2.aviation-mechanics.com/widen.htm


To me it doesn't look all that hard and is something that I might try on my 
KR.  That is after I fix the engine again.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR specs at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> KR-2 Building Assistance

[Orma]

It might help if members knew where you and the KR are located.

Orma L. Robbins
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> KR Info

[Orma]

I wanted to get info from all the pilots with KR's at the gathering.  I did 
not get there until Saturday night and did not get any info.  Hopefully they 
will contact me with the info for their planes soon, so that even more stats 
are presented.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Widening the boat

[Orma]

Hello Net

Mike Turner has given me the edit to the boat widening web page and I have 
uploaded it along with several new pictures.  The page had 127 unique hits 
since it was uploaded.  There is a lot of interest in this procedure.
http://www.kr-2.aviation-mechanics.com/widen.htm

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Shimmy

[Orma]

Bob there are several other reasons for a nose wheel the shimmy.   Here are 
a few of the problems that come to mind:
Loose or worn wheel bearings
Out of balance wheel
Wheel and tire/tube out of balance
Tire that is cupped
Shimmy dampener requiring service
Shimmy dampener hardware worn or loose
Torque links not shimmed or adjusted
Worn bolts in the torque links

Each one of these contributes to wheel shimmy.

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Widening the boat joy stisk control

[Orma]

Mike is on the net and will probably answer that himself

Orma

KR> Cam failure

[Orma]

I started opening the engine today and had a first look at the cam gear after 
removing the oil pump.  The first thing that I noticed was that the bolt holes 
have been elongated by almost 1/8 of an inch.  I can say that there was 
certainly movement between the cam and gear prior to failure of the cam.  All 
the bolts are still in the cam and gear and the gear is in one piece.  More 
later

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> How to widen and KR2

[Orma]

If you don't already have pictures of the mod on he net, you should do so. 
There might be others who are interested.  What do you plan to do with the 
canopy?

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Glider Check ride

[Orma]

Stop the press.  Late arriving news flash from Michigan.  Informed sources are 
quoted as saying that at approximately noon on Sunday Orma was given his glider 
qualifying check ride, joining a select group notables who have proven that 
under extreme pressure that it is possible to fly a powerless KR.  

News reports are now arriving from across Indiana of a strange looking yellow 
bird flying on the tail of a white gray and red craft was seen pushing a large 
red van along the highways of Indiana under the cover of darkness.  Stand by 
for an update.

Reporters at Crawfordville Indiana Airport, the scene of the picture perfect 
landing of the glider, told this reporter that the pilot seemed rather calm.  
The pilot stated that he had received advanced gliding advise from local 
celebrity Mark Langford, himself a well respected
 glider pilot.

During an interview with the shy yellow bird (Tweety), The reporter asked why 
the bird decided to become a glider, The bird answered that She was sure that 
the valves quit moving probably because the cam shift is broken.  The cam gave 
not warning.  

Other info.
Altitude 7500', apx 5 kt tail wind, distance to airport 7 miles, approach same 
direction as flight,  speed of decent apx 80 to 100mph,  Attempts to restart 
numerous.  Prop windmills at 100.  Log book entry for powerless flight 0.1

Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Zinc chromate

[Orma]

The real Zinc is the greatest known Carcinogen known to aviation.  Just a 
thought.

Orma 

KR> sunday home

[Orma]

Yes Keith, I did make it home.  Thanks for the concern.  A full report later.

KR> Gathering Report

[Orma]

You didn't get any of the prime rib at the gathering, so my guess is that 
you had Chicken.

Orma 

KR> 60 hours

[Orma]

I guess that means that I best head to the airport tomorrow and finish sanding 
and painting the bottom of Tweety.  My wheel pants are off and may have to 
remain so till after the gathering.

Orma

KR> Up's and Down's

[Orma]

Well Tweety had some up's and down's today.  I almost got the wheel pants 
installed, but did not have threads in the axles to put a bolt through.  I 
successfully drilled and tapped the right side and was not successful on the 
left side, and now need to up the size to 5/16 on the left.  My gas tank is 
leaking and I have tried to seal that.  I won't know till tomorrow.   My maps 
are packed and the Garmin 196 has MVN loaded and is 415 miles away.   If all 
goes well, I shall depart by noon tomorrow
Orma
Southfield, MI
KR-2  N110LR  1984
See Tweety at http://www.kr-2.aviation-mechanics.com
See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> Conditions at KMVN

[Orma]

  METAR text:  KMVN 080155Z AUTO 0KT 5SM 20/17 A3018 RMK AO1  
  Conditions at:  KMVN observed 0155 UTC 08 September 2005  
  Temperature:  20.0°C (68°F)  
  Dewpoint:  17.0°C (63°F) [RH = 83%]  
  Pressure (altimeter):  30.18 inches Hg (1022.1 mb)  
  Winds:  calm  
  Visibility:  5 miles (8 km)  
  Ceiling:  unknown  
  Clouds:  missing  
  Weather:  automated observation with no human augmentation;
  there may or may not be significant weather present at this time 


  Orma
  Southfield, MI
  KR-2  N110LR  1984
  See Tweety at http://www.kr-2.aviation-mechanics.com
  See other KR spces at www.kr-2.aviation-mechanics.com/krinfo.htm

KR> rental cars

[Orma]

Hello Larry or anyone

What rental car companies are available locally

Orma