Re: KR> Flight Training

[Randall Smith via KRnet]

The KR flies like anything else. I had people tell me all sorts of things when 
I first got mine flying and I had 10 hours tailwheel time had no problem at 
all. RV 4 will be just like a KR.

Sent from my iPhone

> On Jan 25, 2017, at 12:12 AM, Dan via KRnet  wrote:
> 
> Hi,
> 
> I am new to the KR list. This is great information for me. I am considering 
> moving from the Yankee that I currently own as well as an Avid Flyer which is 
> even lighter on the controls and a tail dragger to a KR2. Sounds like I might 
> not have too much difficulty making the switch.
> 
> Thanks,
> Dan
> League City, TX
> 
> 
> -Original Message-
> From: KRnet [mailto:krnet-boun...@list.krnet.org] On Behalf Of Ronald Wright 
> via KRnet
> Sent: Tuesday, January 24, 2017 10:03 PM
> To: KRnet
> Cc: Ronald Wright
> Subject: Re: KR> Flight Training
> 
> I would highly recommend the Yankee.  I owned one for years and it would be a 
> much better choice than an RV as they are too easy to fly.  The Yankee is 
> fairly quick on the controls, climbs like an anemic kid with a cold but does 
> act a lot like a KR except during landing where it sinks like a rock instead 
> of floating!!
> Just my .02..
> Ron
> 
>  From: Larry Flesner via KRnet 
> To: KRnet 
> Cc: Larry Flesner 
> Sent: Tuesday, January 24, 2017 9:38 PM
> Subject: Re: KR> Flight Training
> 
> At 07:22 PM 1/24/2017, you wrote:
>> What aircraft can I fly that will prepare me for flying a KR2? Joe 
>> NunleyÂ
> ++
> 
> An F86 would be ideal.  If that's not available I'd go for one of the lower 
> numbered RV's, i.e. 
> 6,7,8.  The 10 is too big and heavy.  I've heard the Yankee might be good.  
> If you haven't flown much lately I'd suggest you get 10 hours in 30 days in 
> anything then go for a ride in something slick and light on the controls like 
> the RV series.  First flight in an experimental is not the way to get current 
> again.
> 
> Biggest thing to remember is rest you arm on your leg or similar, fly with 
> your wrist, relax, and fly it like any other airplane.  It will be quick and 
> lighter on the controls than most any other airplane but push the stick 
> forward for down, back for up, left for left wing down,  etc..  I can tell 
> you got the idea already
> 
> Larry Flesner 
> 
> 
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KR> Tire pressure and Slime/Nitrogen

[Randall Smith]

The reason nitrogen is used on planes is that heat does not effect pressure. We 
use it to pressure test hvac systems. I can charge it with 350 lbs at 10 
o'clock and 80* outside an come back at 4 when it is 105* and it will have the 
same pressure. Aircraft use it because tires do not expand when filled with 
nitrogen. My struts take nitrogen if you use air the strut will very in length 
when temp changes. 

Sent from my iPhone

> On Sep 11, 2016, at 9:47 PM, Jeff Scott via KRnet  
> wrote:
> 
> 
> Of course compressed air is 78% Nitrogen.  You use nitrogen on struts because 
> it's dry so you don't add moisture to the strut.  Nitrogen in tires is mostly 
> a waste of money for tires since some moisture and 20% other gasses included 
> aren't going to make much of a difference in the leakage rate.
> 
> -Jeff Scott
>  
> 
> 
> 
> Nitrogen is supposed to be better to not slow leak because the molecules
> are bigger than regular air. I always took that with a grain of salt
> thinking how much of a difference can it make.
> 
> A few months ago I helped a neighbor rebuild the nose strut on his 172.
> He wanted to fill it with nitrogen instead of regular air, but our
> friends nitrogen bottle was empty. I have a CO2 bottle with a regulator
> for portable use of air tools and figured that would be as dry as the
> nitrogen and just as good. We filled the strut and the next day it was
> empty. Did it again and same results. Googled and found that CO2 has
> molecules smaller than regular air so we filled it with air and it has
> been good since.
> 
> So, how much slower would nitrogen leak than air, no idea, but worth a
> try. Airline tires are filled with nitrogen for less leakage, more
> convenient on the line to roll out a nitrogen bottle than a compressor
> that can go to a few hundred PSI, and less expansion at high
> temperatures.
> 
> 
>  Original Message 
> Subject: KR> Tire pressure and Slime
> From: Mark Langford via KRnet 
> 
> 
> I put all new tubes and tires on 1JF when I refurbed it, and it's had a
> slow leak ever since on one side. About a month ago I put some Slime in
> it, and it's still holding 50 psi. Something to consider.
> 
> 
> _
> 
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KR> KR2S gross weight question

[Randall Smith]

I have been at 1450 with the one I had but I also had an O200. My wife and I 
would put a weekend bag in the back loaded up with fuel and go.

Sent from my iPhone

> On Aug 18, 2016, at 3:36 PM, mark jones via KRnet  
> wrote:
> 
> Mine is at 1300 and I have flown it at every bit of that weight 
> 
> Mark Jones (N886MJ)
> Dunedin, FL
> 
> Sent from my iPhone 6
> 
> 
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KR> Cross country

[Randall Smith]

I have had the opportunity to do a lot of cross country lately. In my airplane 
125 hours this year and other folks about 75 hours.  I can't remember the last 
time somebody had actual charts in the airplane. I have a Garman 696 with Music 
and Weather, I go on aopa put in my start and my finish find out where the 
cheapest fuel is within 3 to 4 hours of my start because wind will make that 
kind of difference. By the time I take off my Garman has the winds I look to 
see what they're doing, climb where I want, turn on the auto pilot take a nap. 
My wife doesn't like the nap part. I carry charts on my iPad. With Xm Weather 
and ATC you have all the information you could want. Leaving for Salt Lake 
Thursday will stop at Spanish peaks Fuel up.(cheap fuel) I hold 130 gallons in 
the one I'm taking Thursday as long as I can get there and out of there by 10 
I'm OK. 6500 foot elevation but only 4500 foot runway

Sent from my iPhone

KR> Oshkosh?

[Randall Smith]

Why not go to the website and just download it. You really don't need 
everything that you met book.

Sent from my iPhone

> On Jun 25, 2016, at 10:57 AM, n357cj via KRnet  
> wrote:
> 
> No, I ordered about 2 weeks ago.
> Joe
> 
> - Original Message -
> From: "Larry Flesner via KRnet" 
> To: krnet at list.krnet.org
> Cc: "Larry Flesner" 
> Sent: Saturday, June 25, 2016 11:44:56 AM
> Subject: KR> Oshkosh?
> 
> Has anyone that ordered the Oshkosh Notam book received it yet?  I 
> ordered mine a month or so back and nothing in the mail yet.
> 
> Larry Flesner
> 
> 
> ___
> 
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KR> Ethanol

[Randall Smith]

What about high altitude flying in the winter time? Sense ethanol will hold 
moisture how do you prevent freezing? Sounds like you all have done a lot of 
research just ask. 

Sent from my iPhone

> On Jun 6, 2016, at 2:27 AM, billjacobs386 at yahoo.com via KRnet  list.krnet.org> wrote:
> 
> 
> 
> 
> 
> 
> 
>Probably the same reason most auto oriented stay away. Availability. I 
> agree with everything you said. Fuel consumption increases slightly to 
> compensate for power density. Some of the fastest cars on the planet run it 
> and i would set up for it too. If i could RELIABLY find it.My 2C
> Bill Jacobs
> 
> 
> -- Original message--From: andrew via KRnet Date: Sun, Jun 5, 2016 
> 11:06 PMTo: krnet at list.krnet.org;Cc: andrew;Subject:KR> EthanolHere goes 
> the spoon feed ?Don?t use it?. As I?m working on blue prints for the 
> KRSuper1, and getting my outside research done. I am settled on one huge 
> taboo of the aviation community. This bad boy is going to be tuned and built 
> to run primarily on ethanol.?But Cessna and the big aviation companies says 
> it?s horrible.? Hold on and let me get some hand on acknowledge your way.Dr. 
> Maxwell Schauck has been flying on ethanol since the 1980?s, and flew across 
> the Atlantic in his Velocity back in 1989. While I was attending his program 
> at Baylor University I got to participate in his research for 4 years. In 
> that four years I came to find out a few things.1. Ethanol is a superior fuel 
> to 100LL.2. Oil companies will do everything to keep it out of mainstream 
> use3. Ethanol has a natural octane of 1134. Ethanol burns cooler, and will 
> run smooth at 50 degrees past peak EGT5. If you add water, you get a 
> horsepower boost, AND you don?t have to worry about it damaging your engine6. 
> Ethanol reduces engine vibrations by 50%.7. Ethanol doesn?t react with oil in 
> the same manor as 100ll or mogas8. Ethanol will eat aluminum and natural 
> rubber. Easily combated by anodizing and using Teflon9. If an engine is tuned 
> to ethanol vs. 100LL, you get a significant horsepower boost with minimal GPH 
> increase.This is all based on my personal experience working on our 
> departments Pitts S2B, Cessna 152, Cessna 172, Velocity, Piper Aztec, and Max 
> Performance Research aircraft prototype. We averaged a horsepower increase of 
> roughly 30-35% increase with ethanol vs. avgas, with no changes to the 
> mechanical tuning on the engine. To the point we had to order custom props 
> for all our aircraft, due to engine overspeed with the standard propellers. 
> (The Pitts S2B ran 300HP on 100LL and 350HP on ethanol).We also did water in 
> fuel testing for the FAA while getting our Cessna?s STCs updated (yes, Dr. 
> Schauck owns the STCs for 152s and 172s to be flown on 100% ethanol in 
> utility category). We were able to add 10% water to the fuel tanks before 
> reaching peak EGTs. Had we tuned the engine this percentage would have gone 
> up.So why am I sharing; I plan on building the first KR that is designed to 
> fly on ethanol. And foreseeing the usual arguments I figured I would head off 
> most prior to having to repeat. So a Corvair with 100HP should obtain 130HP 
> simply by tuning to run on the 113 Octane ethanol. But we shall see when we 
> get to that part of my build.What are your thoughts on the matter?Sent from 
> Mail for Windows 10___Search the 
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KR> A few things...

[Randall Smith]

I just found this message. It was an 85. Turned up a bit. Its been a few years 
but the O200 was about 5 or 6 gals an hour. I had 12 gals in header and 2 , 4 
gal tanks in stub wing. If i remember right there was only a 20 lb weight 
difference between the VW and the O 200 the performance was 130 mph on VW and 
160 mph on O200. Plus reliability.   I could cruise with a money 20E.   

Sent from my iPhone

> On May 10, 2016, at 1:16 PM, Chris Prata via KRnet  
> wrote:
> 
> what was the "90hp" and how did the plane perform after the various engine 
> changes? and fuel consumption?
> 
>> Date: Tue, 10 May 2016 12:32:19 -0500
>> To: krnet at list.krnet.org
>> Subject: Re: KR> A few things...
>> From: krnet at list.krnet.org
>> CC: crz372 at yahoo.com
>> 
>> My KR was built in 1982 had a removable front deck with the fuel tank yet I 
>> never had a bit of problem with the firewall or the sides flexing I put 
>> about 950 hours on it before I sold it I started out with a VW 1835 then a 
>> VW 2180 after that a 90 hp and finally an O 200 on the front 
>> 
> 
> 
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KR> parachutes

[Randall Smith]

I have a 310 which is a twin and I can tell you single engine one engine 
feathered I can cruise at 140 mile an hour full gross below 9000 feet. One of 
the reasons I bought the airplane. I loved my KR I was one of those people that 
had a large number of engine failures. Every time I made an airport or a past. 
I fly west a lot and know that there are a few places you cannot land. There's 
always a road a mountaintop clearing somewhere that you can get into if you 
just pay attention to what you're doing. I believe Mark is proven that too.

Sent from my iPhone

> On May 11, 2016, at 9:51 AM, n357cj via KRnet  wrote:
> 
> Hey Guys,
> It just so happens that while going through paper work that I have acquired 
> over the past 20 years now I discovered a design for the KR2 ballistic chute  
> installation. I will send it to Mark L to post where he thinks it fits in his 
> glossary of KR stuff.
>   Jeff ... on a personnel note I am very sorry for all your losses. Those are 
> though things to grasp and understand to those left standing.
> Joe Horton
> 
> - Original Message -
> From: "Jeff Scott via KRnet" 
> To: krnet at list.krnet.org
> Cc: "Jeff Scott" 
> Sent: Wednesday, May 11, 2016 9:33:18 AM
> Subject: Re: KR> parachutes
> 
> If one is giving serious thought to always flying with a parachute, I would 
> recommend giving serious consideration to engineering in a BRS system from 
> the beginning. In a KR, I would think that would mean extending the engine 
> mount and cowl in order to accommodate the additional weight of the BRS 
> system under the turtle deck.
>  
> Look at the number of "saves" claimed by Cirrus.  A big part of buying a 
> Cirrus Aircraft is doing the Cirrus Pilot Training, which is quite heavy on 
> training for "when to pull the handle", 'cause "If you haven't planned for 
> it, and haven't trained for it, you won't do it." 
>  
> In the last 8 years, I have had 8 friends perish in aircraft crashes.  That 
> is a pretty significant number.  Of those, had the pilot been wearing a 
> chute, one of them likely would have been able to exit the aircraft and would 
> have survived.  Had their aircraft all been equipped with a BRS system and 
> the pilot willing to use it, it is likely that as many as 5 of my friends 
> would still be alive.  Three of them simply put themselves in such a bad 
> position that they had no chance.
>  
> When thinking about airbags, the Cirrus has multiple bags and inflators on 
> the shoulder harnesses to protect the chest, neck and head area of the 
> pilot/passenger.  I've never heard any studies of the impact results, but it 
> is an interesting concept and is something now available for Experimental 
> Aircraft.  Of course the downside is that these things are not inexpensive 
> and require periodic replacement.
>  
> -Jeff Scott
> Los Alamos, NM
>  
>  
> 
> Sent: Tuesday, May 10, 2016 at 8:22 PM
> From: "Mark Langford via KRnet" 
> To: KRnet 
> Cc: "Mark Langford" 
> Subject: KR> parachutes
> Regarding parachutes, it's worth mentioning that there's never been an
> inflight structural failure of a KR (the all-composite one at high speed
> at the Gathering doesn't count, in my mind), although there is a
> question of elevator bellcrank failure in one plane, but it's possible
> it was crash induced. There may be others, but no spar or fuselage
> failure that I know of.
> 
> So given that record and the many thousands of KR hours logged, what are
> the chances that you're going to have to go down somewhere so
> inhospitable that you can do some semblance of a landing somewhere?
> Even if it's in the tree tops, you'll likely survive it. 
> 
> And yes, I do know that the second engine is just there to get you to
> the scene of the crash...
> 
> --
> Mark Langford
> M
> 
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KR> Parachutes

[Randall Smith]

If i remember right there has only been 2 death when the chute had been 
deployed. The problem cirrus had in the beginning was nobody would pull the 
chute because it totaled the plane. 

Sent from my iPhone

> On May 11, 2016, at 11:56 AM, Dan Branstrom via KRnet  list.krnet.org> wrote:
> 
> Some considerations:
> First, I'm not a big fan of Cirrus' system on its planes. Why? First, let me 
> point out that the descent rate on a Cirrus under a canopy is more than a 
> (What is now called) Cessna TTx in a glide. It is for good reason that the 
> Cirrus has seats that are designed to cushion a high vertical G load in a 
> crash or parachute deployment. A KR has no such cushion or crush area under 
> the pilot.
> 
> Generally, it is the vertical component of a crash that is a high factor in 
> survivability when crashing on a relatively smooth surface. Ya go straight 
> in, you're gonna die. If you don't have a crush area under you, you may end 
> up a lot shorter.
> 
> Next, the Cirrus has a definite deployment envelope. There have been several 
> crashes, if I recall correctly, where the airplane was found in one spot and 
> the chute in another because, obviously, the chute was deployed at high speed 
> and simply ripped away from the fuselage. There have also been crashes where 
> someone deployed the chute too close to the ground, perhaps to stop a pattern 
> altitude stall/spin event.
> 
> I think it's good that Cirrus has apparently started training for deployment 
> of the chute, because the fatality rate for Cirrus was actually higher than 
> for comparable aircraft. Perhaps it was a psychological over-dependence on 
> the chute or a misunderstanding of the deployment envelope. The Cirrus is a 
> slick airplane, and it is easy to exceed the deployment speed with the nose 
> pointed down.
> 
> Another thing to consider when wearing a chute is the ability to get out of 
> the plane.  Will your canopy open enough to get out? It is for good reason 
> that aerobatic planes usually have a way of ridding the canopy so that the 
> person can leave the plane. In the service, we didn't have ejection seats, 
> (that tells you how long ago it was) but we did have the ability to blow the 
> canopy open. I knew one guy that had a midair in the pattern (1200' agl, if I 
> recall) and he made it out successfully, but he acted instantly. The other 
> pilot didn't, and died.
> 
> Have you practiced getting out of your plane as quickly as possible? It's 
> easy to get tangled in seat belts and headset wires, and, in a KR, you're 
> sitting with your legs under the instrument panel. Even if you roll the plane 
> upside down to fall out, what can hang you up?
> 
> Remember that we only hear stories from survivors. The people who didn't make 
> it out, or died can't tell us how wonderful their chute was.
> 
> Dan Branstrom
> 
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KR> A few things...

[Randall Smith]

My KR was built in 1982 had a removable front deck with the fuel tank yet I 
never had a bit of problem with the firewall or the sides flexing I put about 
950 hours on it before I sold it I started out with a VW 1835 then a VW 2180 
after that a 90 hp and finally an O 200 on the front 

Sent from my iPhone

> On May 10, 2016, at 11:41 AM, colin hales via KRnet  
> wrote:
> 
> I read what people write on here all the time, mostly none of it is 
> applicable because the way I built my KR is rather different to most, but 
> there are two issues I think I should add information on recently.
> 1: Removable front cover. Having a removable rear cover is a lot more work 
> and I do not see it as necessary. There is nothing down there that you can't 
> check via a inspection panel at the rear and a removable seat back. If you do 
> want to have a removable rear deck there is lots of bracing so it doesn't 
> weaken the structure. If you want a removable front deck that is more of a 
> problem. The bonding of a front deck actually strengthens the front hull. It 
> ties it off. Having a piano hinge wire or just have it attach by a few screws 
> and as you push the sides of the fuselage apart where the instrument panel 
> would be, you can see the sides move in and out. If you have an aluminium 
> header tank, then with the flexing of the fuselage sides because of a 
> weakened front section, it may crack the tank if it is the sole fuselage 
> brace. So if you want to have a removable front decking, you would be wise to 
> brace the fuselage with two cross members and ply cover above the front spar 
> assembly area to stop the sides bowing. Without a brace, that is a big hole 
> with no bracing from the firewall to the seat back. I know plenty of people 
> will say that they have no problems and don't have anything bracing the 
> cockpit sides in that area. I've fitted one but I have a 20 gallon header 
> tank under my removable cover and I need one.
> 2: I wear a parachute whenever I can. I have flown my kr2 for 850 hours with 
> a parachute, I wouldn't be without one if ever I can. Admittedly our European 
> airspace is much more crowded and condensed and mid air collisions are more 
> common than in the US. But I suggest that if you can afford the weight and 
> are not a big heffty guy and can design in a seat position that will allow a 
> chute to be worn, you should do this. I know three people who might be alive 
> today if they had worn a chute. What would be the state of affairs if the 
> designer of our beloved aircraft had worn one? My canopy is about 3mm 1/8 
> inch thick. I can put my hand straight through it. Release the belts stand up 
> and pull the chord, the chute will inflate and rip you out of the plane if 
> you are struggling to get out. I'd be out before you could fart.
> The only time you probably wish you had a shoot is when you need one and you 
> haven't got one, so don't be embarrassed about wearing one. I think it a very 
> sensible idea and not to be frown upon or joked about or be dissuaded.
> I'm waiting for my Russian Visa to arrive before heading back out to Alaska 
> from the UK to try to continue on around the world with my plane.
> Best regards Colin Hales.  
> 
> ___
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KR> KRnet Digest, Vol 4, Issue 100

[Randall Smith]

My first engine in my kr was a hapi. Crank broke at about 65 hrs. Prop left the 
plane. Funny feeling. Made it to a pasture. 

Sent from my iPhone

> On Apr 17, 2016, at 11:39 AM, svd via KRnet  wrote:
> 
> Thanks for the suggestion of the Revmaster crank and prop hub Mark.   
> Why?  Any other suggestions? Heads?  
> 
> It does seem a shame to rip apart the HAPI, but I keep getting ominous 
> opinions of its airworthiness.
> 
> 
> 
> 
> 
>> On Apr 17, 2016, at 9:00 AM, krnet-request at list.krnet.org wrote:
>> 
>> Send KRnet mailing list submissions to
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>> 
>> 
>> Today's Topics:
>> 
>>  1.  94x82 vs 92x82 (svd)
>>  2. Re:  94x82 vs 92x82 (Mark Langford)
>> 
>> 
>> --
>> 
>> Message: 1
>> Date: Sat, 16 Apr 2016 16:31:56 -0700
>> From: svd 
>> To: "krnet at list.krnet.org" 
>> Subject: KR> 94x82 vs 92x82
>> Message-ID: 
>> Content-Type: text/plain; charset=utf-8
>> 
>> 
>> Is there any downside to moving to the 94mm cylinders vs 92mm's?  My son?s 
>> project currently has the 92x82 for 2180cc.  I can move to 94x82 for about 
>> the same cost as sticking with 92x82 in an upcoming rebuild. 
>> 
>> I?ve read that the 94mm cylinders are preferred because they are thicker 
>> walled.  
>> 
>> I am considering a pretty serious rebuild of the HAPI engine that came with 
>> my son?s KR project.
>> 
>> Specifically, we are intending to replace the crank and prop hub (with GP 
>> Top Bug and Force One), cylinder heads (with ?), alternator with GP, and 
>> cylinders with nikasil?s (not the LN Nikies).
>> 
>> Since the case will have to be machined to accept the Force One prop hub, 
>> shouldn?t be too much more to machine for the 94?s.
>> 
>> Cheers,
>> Owen
>> 
>> 
>> 
>> 
>> --
>> 
>> Message: 2
>> Date: Sat, 16 Apr 2016 20:28:53 -0500
>> From: "Mark Langford" 
>> To: "'KRnet'" 
>> Subject: Re: KR> 94x82 vs 92x82
>> Message-ID: <6657B9D418D943CE96CBB3D7C757FBFD at BASE755>
>> Content-Type: text/plain;charset="us-ascii"
>> 
>> Owen wrote:
>> 
 Is there any downside to moving to the 94mm cylinders vs 92mm's?  My son's
>> project currently has the 92x82 for 2180cc.  I can move to 94x82 for about
>> the same cost as sticking with 92x82 in an upcoming rebuild.<<
>> 
>> Several of us are running 94mm cylinders on the Corvair with no problems at
>> all.  You'll probably go through at least two sets of VW heads before you
>> need to touch the pistons/cylinders.  They are well proven.  I put 550 hours
>> on a set in N56ML and they still look great and have great compression.
>> 
>> I've built two GPASC engines (and torn them both down several times for hub
>> issues), and if I were going to build another VW, I'd use the Revmaster
>> crank and prop hub setup instead.  
>> 
>> Mark Langford
>> ML at N56ML.com
>> http://www.n56ml.com 
>> 
>> 
>> 
>> 
>> 
>> --
>> 
>> Subject: Digest Footer
>> 
>> ___
>> See KRnet list details at http://www.krnet.org/instructions.html
>> KRnet mailing list
>> KRnet at list.krnet.org
>> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
>> 
>> 
>> --
>> 
>> End of KRnet Digest, Vol 4, Issue 100
>> *
> 
> 
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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KR> KRnet Digest, Vol 4, Issue 100

[Randall Smith]

Unless you come in under about 525 empty a 65 horse is not enough. I am one 
that believes more hp more speed. I built my kr for speed. Weighed 480 at first 
flight. 1836 65hp. Then 2180 75hp. After 6 engine failures ( i ran them wide 
open) i went with a cont 85 broke a crank. Went with an O200. Should have done 
that from the beginning. I know have les palmers weigh in at 950 and has a sub 
ej22 will cruise at 160 mph top out at 185 mph level flight have had it to 215 
mph.

Sent from my iPhone

> On Apr 17, 2016, at 4:00 PM, don january via KRnet  
> wrote:
> 
> Keep 65 HP in mind, any more the KR doesn't need
> 
> On Sun, 4/17/16, krnet-request at list.krnet.org  list.krnet.org> wrote:
> 
> Subject: KRnet Digest, Vol 4, Issue 100
> To: krnet at list.krnet.org
> Date: Sunday, April 17, 2016, 11:00 AM
> 
> Send KRnet mailing list submissions
> to
> krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help'
> to
> krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
> krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more
> specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>1.  94x82 vs 92x82 (svd)
>2. Re:  94x82 vs 92x82 (Mark
> Langford)
> 
> 
> --
> 
> Message: 1
> Date: Sat, 16 Apr 2016 16:31:56 -0700
> From: svd 
> To: "krnet at list.krnet.org"
> 
> Subject: KR> 94x82 vs 92x82
> Message-ID: 
> Content-Type: text/plain; charset=utf-8
> 
> 
> Is there any downside to moving to the 94mm cylinders vs
> 92mm's?  My son?s project currently has the 92x82 for
> 2180cc.  I can move to 94x82 for about the same cost as
> sticking with 92x82 in an upcoming rebuild. 
> 
> I?ve read that the 94mm cylinders are preferred because they
> are thicker walled.  
> 
> I am considering a pretty serious rebuild of the HAPI engine
> that came with my son?s KR project.
> 
> Specifically, we are intending to replace the crank and prop
> hub (with GP Top Bug and Force One), cylinder heads (with
> ?), alternator with GP, and cylinders with nikasil?s (not
> the LN Nikies).
> 
> Since the case will have to be machined to accept the Force
> One prop hub, shouldn?t be too much more to machine for the
> 94?s.
> 
> Cheers,
> Owen
> 
> 
> 
> 
> --
> 
> Message: 2
> Date: Sat, 16 Apr 2016 20:28:53 -0500
> From: "Mark Langford" 
> To: "'KRnet'" 
> Subject: Re: KR> 94x82 vs 92x82
> Message-ID: <6657B9D418D943CE96CBB3D7C757FBFD at BASE755>
> Content-Type: text/plain;   
> charset="us-ascii"
> 
> Owen wrote:
> 
>>> Is there any downside to moving to the 94mm
> cylinders vs 92mm's?  My son's
> project currently has the 92x82 for 2180cc.  I can move
> to 94x82 for about
> the same cost as sticking with 92x82 in an upcoming
> rebuild.<<
> 
> Several of us are running 94mm cylinders on the Corvair with
> no problems at
> all.  You'll probably go through at least two sets of
> VW heads before you
> need to touch the pistons/cylinders.  They are well
> proven.  I put 550 hours
> on a set in N56ML and they still look great and have great
> compression.
> 
> I've built two GPASC engines (and torn them both down
> several times for hub
> issues), and if I were going to build another VW, I'd use
> the Revmaster
> crank and prop hub setup instead.  
> 
> Mark Langford
> ML at N56ML.com
> http://www.n56ml.com 
> 
> 
> 
> 
> 
> --
> 
> Subject: Digest Footer
> 
> ___
> See KRnet list details at http://www.krnet.org/instructions.html
> KRnet mailing list
> KRnet at list.krnet.org
> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> 
> 
> --
> 
> End of KRnet Digest, Vol 4, Issue 100
> *
> 
> ___
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KR> LSA Operation

[Randall Smith]

I have a friend that had an accident with his maule in Alaska. He has not had a 
physical for eight years. Can't pass one. Told the FAA he has been flying light 
sport. They explained to him the maule was not light sport. (Like he didn't 
know.)When everything was settled they gave him a 30 day suspension. Unless you 
do something that hurts somebody else they really don't do much.

Sent from my iPhone

> On Mar 17, 2016, at 12:43 PM, Ronald Wright via KRnet  list.krnet.org> wrote:
> 
> Why does a ramp check scare you?  Normally they just ask to see your license 
> and aircraft registration/paperwork.  No big deal.  Visual inspection of the 
> plane from the outside only as they are not supposed to be able to enter your 
> plane.  The odds of it happening are a million to one.  Treat it as a nice 
> check with someone who just might like to look at your neat toy..  Above all, 
> be nice and smile!
> 
> Ron
> 
> 
> 
> On Thu, 3/17/16, n357cj via KRnet  wrote:
> 
> Subject: Re: KR> LSA Operation
> To: "KRnet" 
> Cc: "n357cj" 
> Date: Thursday, March 17, 2016, 12:37 PM
> 
> Sid,
> What
> prompted the ramp check This is the only thing that
> scares me about flying...
> Joe Horton
> 
> - Original Message -
> From: "Sid Wood via KRnet" 
> 
>> My hangar partner has a
> Pulsar XP with a 80 hp Rotex engine. 
>> 
> After operating for four years without a medical, he has 
>> had one ramp check without any further
> problem.
>> Your results may vary.
> 
> Sid Wood
> 
> ___
> Search the KRnet Archives at
> http://tugantek.com/archmailv2-kr/search.
> To
> UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
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> to change options
> 
> 
> ___
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> options

KR> Llink to KR Group on Facebook

[Randall Smith]

That is the way the wing is on the KR I have. Les Palmer built that one. That 
was actually quite common in the 80s with some local builders. 

Sent from my iPhone

> On Feb 8, 2016, at 9:40 PM, bjoenunley via KRnet  
> wrote:
> 
> 
> 
> Did anyone else see the KR2 S with the winglets on this Facebook page?
> I don't believe that they would be very beneficial but they look cool.
> https://www.facebook.com/groups/KR2S.aircraft/
> Joe Nunley CW2 US Army RetiredBaker JROTC Instructor Baker Florida 
> ___
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KR> KR2 for sale

[Randall Smith]

Jim this is Randy Smith. I had 74372. Sold to Jerry Stern two years ago. He now 
has 74372 and 74376.
I have Les Palmer's KR 2 with The bigger Subaru engine. It is a single seat. It 
needs some fiberglass work and brakes worked on. Last time I flew it was last 
year. Pulled the wings off so I could get my cruiseair and my 310 in the 
hanger. I will let it go for $5000 if you want to come get it. There is no 
radio transponder or ELT in the airplane. No negotiations good price just need 
to get it out-of-the-way. Any less than that and I could parted out for more. 
If you are interested call me at 940-368-7973 I am just north of Fort Worth at 
T 67
Sent from my iPhone

> On Feb 4, 2016, at 8:14 AM, jsellars--- via KRnet  
> wrote:
> 
> Chris;
>Are you interested to sell your bird?  I think I saw it at the ramp
> in Oshawa under a weather covering.  Any pictures of your plane?  Definitely
> prefer a taildragger, we have a rough grass field where I fly.
> Jim
> 
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Chris
> Gardiner via KRnet
> Sent: February 3, 2016 5:53 PM
> To: KRnet 
> Cc: Chris Gardiner 
> Subject: Re: KR> KR2 for sale
> 
> Jim,
> There is a tricycle gear KR2 for sale in the latest RAA magazine.
> Asking $15k. 54 hours total time.
> Located near Welland Ontario.
> Call Ray Larsen at 905 892 6389
> Regards
> Chris
> 
> Sent from my iPad
> 
>> On Feb 3, 2016, at 2:38 PM, jsellars--- via KRnet 
> wrote:
>> 
>> Hello Chris; 
>>I built two KR2 taildraggers and really enjoyed flying them.  I 
>> bought a Super Viking and sold them both and now that the Super Viking 
>> is sold as well I am looking to see if it is possible to buy a good 
>> KR2 for the fun of flying.  Do you know of any?  What is the price range
> these days?
>> Jim
>> 
>> -Original Message-
>> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Chris 
>> Gardiner via KRnet
>> Sent: February 3, 2016 3:34 PM
>> To: KRnet 
>> Cc: Chris Gardiner 
>> Subject: Re: KR> KR2 for sale
>> 
>> James,
>> Sure, what would you like to know?
>> 
>> Chris Gardiner
>> KR2S tail dragger based in Oshawa, ON
>> 9054411778
>> 
>> 
>> 
>> Sent from my iPad
>> 
 On Feb 3, 2016, at 1:54 PM, jsellars--- via KRnet 
 
>>> wrote:
>>> 
>>> Can you help me with information regarding KR2 S tail draggers for sale?
>>> 
>>> 
>>> 
>>> 
>>> 
>>> ___
>>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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>>> options
>> 
>> ___
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>> options
>> 
>> 
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>> options
> 
> ___
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KR> Regardez "VID 20131216 144515 420" sur YouTube

[Randall Smith]

Need to mention Just crack the throttle. I hand propped my KR with all three VW 
engines the 75hp and the 0200 (until I could afford a starter. I would either 
have someone stand against the tail or tie the tail to a post. On the VW I just 
stood against the wing. It's like landing a tail wheel plane. Everything goes 
well as long as you pay attention. 

Sent from my iPhone

> On Jan 25, 2016, at 1:11 PM, Ronald Wright via KRnet  list.krnet.org> wrote:
> 
> If you hand prop correctly, it is not a problem.  You should NOT hook your 
> fingers around the blade.  You press your hand against the face of the blade. 
>  In case of a backfire your hand won't get jerked into the prop or break your 
> hand/fingers.  Most people incorrectly hook their finger tips around the back 
> of the prop, which is not a good idea.
> 
> You should also be stepping back, away from the prop when hand propping.  Do 
> NOT lean into or toward the engine.
> 
> Ron
> 
> 
> 
> On Mon, 1/25/16, david via KRnet  wrote:
> 
> Subject: Re: KR> Regardez "VID 20131216 144515 420" sur YouTube
> To: "KRnet" 
> Cc: "david" 
> Date: Monday, January 25, 2016, 1:05 PM
> 
> Which engine is that? 
> Hand propping always kinda scared me.  Also, I've
> read many articles where it is strongly advised
> NOT to hand prop an
> automobile engine
> (probably because they rev up so high so quickly.)
> 
> 
> 
> On 01/25/2016 12:58 PM, jean paul GLOTIN via
> KRnet wrote:
>> https://youtu.be/u95DXZiIO1w
>> 
>> Connect? par
> Motorola
> ___
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KR> Manifold vacuum

[Randall Smith]

My Bellanca super Viking had one instrument to the intake manifold in for 
emergency only. Full throttle I had almost no vacuum. Only drove my turn and 
bank. Not enough constant vacuum on your intake. Most airplanes with a full set 
of instruments requires 5 inches minimum. 

Sent from my iPhone

> On Jan 25, 2016, at 10:41 AM, Dave Acklam via KRnet  
> wrote:
> 
> Use 12v vac pump??
> 
> Manifold pressure isn't a constant enough source
> On Jan 25, 2016 4:35 AM, "S via KRnet"  wrote:
> 
>>> 
>>> It was a very long time ago.  The engine was a Type 1 VW, and the carb
>> was
>>> probably a POSA.  If there was any mixture control, it had to be manual.
>> Thank you Dan !
>> I got a full set of vaccum instruments from a very friendly aircraft
>> mechanic and I am exploring the best way to supply them, preferably without
>> the use of draggy and icing-prone external venturi.
>> I may try to use some sort of combined manifold vacuum/exhaust venturi to
>> create enough vacuum in all flight conditions.
>> 
>> Stefan
>> s_sbal "at" hotmail.com
>> 
>> ___
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KR> Manifold pressure guage

[Randall Smith]

Sent from my iPhone
Are you plan on running and adjustable prop or turbo?  Why else would you need 
a manifold pressure.
> On Oct 24, 2015, at 7:15 AM, Mike Stirewalt via KRnet  list.krnet.org> wrote:
> 
> This message has no content.

KR> KRnet Digest, Vol 3, Issue 274

[Randall Smith]

I am sure glad we did not have Internet when I built my KR. I just went bought 
a tractor battery from Walmart. We're done with it. If you try to do something 
for everything that can go wrong you'll never fly.

Sent from my iPhone

> On Oct 16, 2015, at 12:24 PM, Dj Merrill via KRnet  
> wrote:
> 
>> On 10/16/2015 01:13 PM, Mike Stirewalt via KRnet wrote:
>> A 12 Ah battery has no reserve capacity and certainly there are
>> times when you need as much reserve capacity as possible.
> 
> 
> That is an unquantified statement.  If you are using 0 ah, then it
> provides 12ah of reserve.  If you are using 1 ah for 1 hour, then it
> provides 11ah of reserve.
> 
> It is not feasible to talk about reserve capacity without an electrical
> load analysis to determine how much power you are actually using.
> 
> -Dj
> 
> -- 
> Dj Merrill - N1JOV - EAA Chapter 87
> Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
> Glastar Flyer N866RH - http://deej.net/glastar/
> 
> ___
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KR> flight #2

[Randall Smith]

Move over to the right seat see if the right wing is heavy. 

Sent from my iPhone

> On Oct 14, 2015, at 8:09 PM, Robert Pesak via KRnet  
> wrote:
> 
> I decided to make my second flight today.  I got to the airport at around 
> noon the winds were calm but by the time we got around to take off the winds 
> were out of the west 5-8 knots we departed  on runway 18. I was really 
> surprised how well it handles in cross wind take-offs and landings. A friend 
> with a RV8 followed me around the patch for about 45 minutes to see how close 
> my ASI was to his, we were both indicating 140 knots.The oil and CHT stayed 
> in proper range. I noticed I have a  heavy port wing I had to apply right 
> aileron input to maintain level flight. I didn't use any elevator trim and 
> pitch control wasn't a problem.   For not ever flying or riding in a 
> KR the flight was surprisingly uneventfully.
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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KR> KRnet Digest, Vol 3, Issue 260

[Randall Smith]

I have a kr2 converted to a 1. It is at hicks T67 6 miles west of alliance and 
6 miles. 6 miles north of Meacham.  

Sent from my iPhone

> On Oct 2, 2015, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
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> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  Electrical System (Jeff Scott)
>   2. Re:  Electrical System (John Martindale)
>   3. Re:  Electrical System (brian.kraut at eamanufacturing.com)
>   4. Re:  Electrical System (John Martindale)
>   5. Re:  Electrical System (Mike Arnold)
> 
> 
> --
> 
> Message: 1
> Date: Thu, 1 Oct 2015 19:21:56 +0200
> From: "Jeff Scott" 
> To: krnet at list.krnet.org
> Subject: Re: KR> Electrical System
> Message-ID:
> 3capp-mailcom-lxa06>
>
> Content-Type: text/plain; charset=UTF-8
> 
> 
> 
>> Most mechanical circuit 
>> breakers are rated for 10,000 trip cycles.  
>> 
>> Sid Wood
>> Tri-gear KR-2 N6242
>> Mechanicsville, MD, USA
>> --
> 
> 
> If my mechanical circuit breakers are getting close to 10,000 trip cycles, I 
> have done something very wrong...
> 
> Real world failures of mechanical circuit breakers seem to be more related to 
> corrosion on the contacts creating a voltage drop across the breaker.  I've 
> seen that a number of times in 1960s vintage aircraft.  That is an issue one 
> should never see with electronic breakers.  Of course your mechanical 
> breakers need to age for about 40 or 50 years before that becomes a problem.
> 
> Not really my cup of tea, but for those that like an electronic panel. 
> Vertical Power seems to be the favored company if one wants to use electronic 
> breakers.  Their VP-X Sport and VP-X Pro series units integrate with a number 
> of EFIS displays, so can be controlled from the EFIS.  Their stuff isn't 
> cheap, but it works quite well.  The vertical power unit also integrates a 
> lot of whiz bang capability as well by giving you the capability to program 
> it to not allowing flaps to extend above a certain speed, or warn you if you 
> exceed your flap speed with them deployed, can control your trim, operates 
> the landing lights as Wig-Wags, and allows each circuit to be programmed 
> individually for the electronic circuit breaker trip current.  Lots of bells 
> and whistles for those that want to program their airplane.
> 
> -Jeff Scott
> Los Alamos, NM
> 
> 
> 
> --
> 
> Message: 2
> Date: Fri, 2 Oct 2015 06:43:24 +1000
> From: "John Martindale" 
> To: "'KRnet'" 
> Subject: Re: KR> Electrical System
> Message-ID: 
> Content-Type: text/plain; charset="us-ascii"
> 
> Hi Sid
> 
> What kind of alternator is that VW Diehl alternator? Is it field regulated
> aka most cars or a permanent magnet dynamo with regulator aka the small John
> Deere or Kubota tractors?
> 
> Cheers John 
> 
> John Martindale
> 29 Jane Circuit
> Toormina NSW 2452
> Australia
> 
> ph:61 2 6658 4767
> m:0403 432179
> email:john_martindale at bigpond.com
> web site: 
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood via
> KRnet
> Sent: Friday, 2 October 2015 1:31 AM
> To: krnet at list.krnet.org
> Cc: Sid Wood
> Subject: Re: KR> Electrical System
> 
> I have used the Expbus for 5 years on my KR-2.  I added a 35 amp circuit 
> breaker for the VW Diehl alternator rated at 20 amps.  .sheep shears
> 
> 
> 
> -
> No virus found in this message.
> Checked by AVG - www.avg.com
> Version: 2015.0.6140 / Virus Database: 4435/10737 - Release Date: 10/01/15
> 
> 
> 
> 
> --
> 
> Message: 3
> Date: Thu, 01 Oct 2015 18:39:15 -0700
> From: 
> To: "KRnet" 
> Subject: Re: KR> Electrical System
> Message-ID:
><20151001183915.31a5f8c871d0e3389177406b4aec562c.e72f563f6f.wbe at 
> email04.secureserver.net>
>
> Content-Type: text/plain; charset="utf-8"
> 
> It is a permanent magnet generator.  If I recall correctly it is a John
> Deer part.
> 
> 
>  Original Message 
> Subject: Re: KR> Electrical System
> From: John Martindale via KRnet 
> Date: Thu, October 01, 2015 1:43 pm
> To: "'KRnet'" 
> Cc: John Martindale 
> 
> Hi Sid
> 
> What kind of alternator is that VW Diehl alternator? Is it field
> regulated
> aka most cars or a permanent magnet dynamo with regulator aka the small
> John
> Deere or Kubota tractors?
> 
> Cheers John 
> 
> John Martindale
> 29 Jane Circuit
> Toormina NSW 2452
> 

KR> KRnet Digest, Vol 3, Issue 199

[Randall Smith]

I might have a set. I took bud Wilson's KR apart a couple years ago. I'll look 
in the hanger this afternoon. If I do I'll post it.

Sent from my iPhone

> On Aug 1, 2015, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  BRS vs Bean Field (bjoenunley)
>   2. Re:  BRS vs Bean Field (Chris Prata)
>   3. Re:  Fwd: KR Gathering Shirt & Hat (Ray Fuenzalida)
>   4. Re:  BRS vs Bean Field (John Martindale)
>   5.  WAFs for sale (Adam Tippin)
>   6. Re:  WAFs for sale (ppaulvsk)
> 
> 
> --
> 
> Message: 1
> Date: Fri, 31 Jul 2015 11:17:32 -0500
> From: bjoenunley 
> To: KRnet 
> Cc: laser147 at juno.com
> Subject: Re: KR> BRS vs Bean Field
> Message-ID: <7r5v4s5o5krhmtj97x2crci4.1438359452980 at email.android.com>
> Content-Type: text/plain; charset=utf-8
> 
> 
> 
> Its ok, I have exaggerated over 1000 times myself...
> Mike at KSEE said; "If Chris can take that seriously I guess others can too.? 
> Sheesh.? If I
> had said 37 or 47 would it have worked better?? For the double digit
> crowd out there please know using exagerration is a common and sometimes
> amusing way to make a point but when you have to explain it it's not
> funny anymore.?? Bad judgment on my part and probably bad humor as well .
> . . I can read it and smile though so clearly I'm warped." ?
> 
> Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?
> 
>  Original message 
> From: Mike Stirewalt via KRnet  
> Date: 07/31/2015  1:01 AM  (GMT-06:00) 
> To: krnet at list.krnet.org 
> Cc: laser147 at juno.com 
> Subject: KR> BRS vs Bean Field 
> 
> Chris Prata said, 
> 
>> "As to Mark's 27 forced landings, well, wow. But then again he has lots
> (!) of hours so how many hours between forced landings? and these are
> *experimental* planes, made to learn with."
> 
> If Chris can take that seriously I guess others can too.? Sheesh.? If I
> had said 37 or 47 would it have worked better?? For the double digit
> crowd out there please know using exagerration is a common and sometimes
> amusing way to make a point but when you have to explain it it's not
> funny anymore.?? Bad judgment on my part and probably bad humor as well .
> . . I can read it and smile though so clearly I'm warped.? 
> 
> For the record I have no idea how many forced landings Mark has had.? No
> more or less than anybody else who flies Experimental airplanes.? Since
> he advertises his misfortunes so that we may learn from his experiences,
> clowns like me can come along and exagerrate things for amusement.?? 
> Sorry!! 
> 
> **
> 
> I learned in reading an article on the subject years ago that one of the
> earliest signs in detecting Alzheimer's is the inability to understand
> irony.?? Also lost by early Alzheimer's candidates is the capacity to not
> take seriously things which are obviously and outrageously untrue, simply
> because they are said in a serious manner.? People in the early and later
> stages of Alzheimers would be able to watch an episode of Laugh In and
> not have the slightest idea why the audience thinks what Goldie Hawn or
> Rowan and Martin are saying is funny.? 
> 
> Chris is going to hate me now.? Probably others too.? I'll put myself on
> restriction if you want.? Probably a good idea.? I've been bad.? 
> ? 
> Mike
> KSEE
> 
> 
> Want to place your ad here?
> Advertise on United Online
> http://thirdpartyoffers.juno.com/TGL3141/55bb0f81c2d83f815ac3st03vuc
> 
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html
> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
> options
> 
> --
> 
> Message: 2
> Date: Fri, 31 Jul 2015 12:29:20 -0400
> From: Chris Prata 
> To: KRnet 
> Subject: Re: KR> BRS vs Bean Field
> Message-ID: 
> Content-Type: text/plain; charset="iso-8859-1"
> 
> I'm new here so why wouldnt I believe the 27 number. Mark could have been 
> flying a prolific number of hours and for decades. As experimental 
> builders/operators, the idea is to try new engineering ideas. I have friends 
> who have run into issues with fueling, cooling, you name it.  I think it's 
> more important to 

KR> KRnet Digest, Vol 3, Issue 123

[Randall Smith]

If you are looking for a flying KR 1 I have I will let go to $4000. It used to 
belong to less Palmer. There are some pictures on a couple KR flying sites and 
if you email me direct I will some recent pictures. 

Sent from my iPhone

> On May 16, 2015, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1.  sliding windows (Mark Langford)
>   2.  Motor mount (dean choitz)
>   3. Re:  Motor mount (Rob Schmitt)
>   4. Re:  Motor mount (Mark Langford)
>   5. Re:  Motor mount (Paul & Karen Smith)
>   6. Re:  Motor mount (Jeff Scott)
>   7. Re:  New guy (Randy Moore Newbern Tn. N318RM)
>   8. Re:  New guy (boblal)
> 
> 
> --
> 
> Message: 1
> Date: Fri, 15 May 2015 12:59:13 -0500
> From: Mark Langford 
> To: KRnet 
> Subject: KR> sliding windows
> Message-ID: <555633F1.5030209 at n56ml.com>
> Content-Type: text/plain; charset=windows-1252; format=flowed
> 
> Galen Zortman wrote:
> 
>> I have been discussing the idea of making his canopy similar to my
> Ercoupe, which both sides slide down.<
> 
> The Swift has similar windows.  They are just .090 plexiglass that slide 
> up and down in aluminum slots that curve like the fuselage.  This 
> creates enough friction to make them stay wherever you leave them.  The 
> top edge of the "window" has a small aluminum angle screwed to it, which 
> acts as the handle.  This window is also half the door...the rest of the 
> door being a hatch that's hinged from the front, so it's a combination 
> of sliding windows and hinged hatch.  I really like it for photography 
> purposes...when the window is down it completely eliminates image 
> degradation and reflections between you and the sunset.
> 
> You better not have anything sitting around loose in the cockpit 
> though...'cause it'll be gone!
> 
> Mark Langford
> ML at N56ML.com
> http://www.n56ml.com
> 
> 
> 
> 
> --
> 
> Message: 2
> Date: Fri, 15 May 2015 11:08:31 -0700
> From: dean choitz 
> To: krnet at list.krnet.org
> Subject: KR> Motor mount
> Message-ID:
>

KR> KRnet Digest, Vol 3, Issue 39

[Randall Smith]

When I built my mount for the kr with an O 200 on the KR 2. I took a picture of 
an O 200 on a Cessna 150 and copy that it worked great.

KR> KRnet Digest, Vol 2, Issue 271

[Randall Smith]

The closest thing I have flown to a KR is an RV4 or an RV8. The other ones are 
almost there but they aren't as pitch sensitive. 

Sent from my iPhone

> On Oct 20, 2014, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  Flight Sim and real time (Dan Heath)
>   2. Re:  Flight Sim and real time (Rob Schmitt)
>   3. Re:  Flight Sim and real time (Jeff Scott)
>   4.  Bob Lee's KR2 Project (Bob Lee)
>   5.  Can I borrow a trailer (Matt Lenz)
>   6. Re:  Can I borrow a trailer (Randy Moore Newbern Tn. N318RM)
>   7. Re:  Can I borrow a trailer (Lawrence Ffrench)
> 
> 
> --
> 
> Message: 1
> Date: Sun, 19 Oct 2014 12:31:10 -0400
> From: "Dan Heath" 
> To: ,"'KRnet'" 
> Subject: Re: KR> Flight Sim and real time
> Message-ID: <003401cfebba$181a1280$484e3780$@net>
> Content-Type: text/plain;charset="us-ascii"
> 
> I had X-Plane and tried to set one up like the KR.  I even had the developer
> of X-Plane work on it some, and it never flew like a KR.  It is OK to get
> familiar with instruments and other such stuff, as long as you NEVER think
> that when you get in your KR, that you will have learned how to fly it.
> 
> 
> 
> See N64KR at   http://KRBuilder.org - Then click on
> the pics 
> 
> 
> 
> Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il - MVN 
> 
> Best KR at 2013 - KR Gathering in Mt. Vernon, Il - MVN 
> 
> Best Interior at 2013 - KR Gathering in Mt. Vernon, Il - MVN 
> 
> Best Paint at 2013 - KR Gathering in Mt. Vernon, Il - MVN 
> 
> Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il - MVN 
> 
> 
> 
> Best Interior and Panel at 2008 - KR Gathering in Mt. Vernon, Il - MVN
> 
> 
> 
> 
> 
> Daniel R. Heath - Lexington, SC
> 
> 
> 
> 
> 
> --
> 
> Message: 2
> Date: Sun, 19 Oct 2014 12:16:52 -0500
> From: "Rob Schmitt" 
> To: ,"'KRnet'" 
> Subject: Re: KR> Flight Sim and real time
> Message-ID: <02d101cfebc0$7a423040$6ec690c0$@aol.com>
> Content-Type: text/plain;charset="us-ascii"
> 
> Bob,
> 
> I'm not sure what simulator or model you are using, but I've set up a KR2S
> model for X-Plane.  There is a link on my web site to the files at 
> 
> www.robert7721.com
> 
> I will not argue about how effective these are for learning how to fly a KR,
> but sometimes it's fun to do regardless.  You are welcome to take my model
> and modify to your needs. 
> 
> The biggest issue with my KR2S model is on the drag. In order to get the
> plane's top speed close to my airplane with only 75 hp, it is so slick she
> will not slow down for a landing very well. I do not have either a belly
> board or flaps on my airplane, neither does the model.  The model could
> definitely use either a drag brake or flaps to make it more flyable in the
> simulator.  However this does somewhat replicate real life in a KR - you can
> float one forever on a landing if you got too much speed. 
> 
> Thanks,
> 
> Rob Schmitt
> N1852Z
> 
> 
> 
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of piney--- via
> KRnet
> Sent: Sunday, October 19, 2014 9:17 AM
> To: krnet at list.krnet.org
> Subject: KR> Flight Sim and real time
> 
> HI All;
> I am going to e setting up my flight sim for the winter and am wondering
> how the Kr2  model works for anyone who may be using it.
> Also, since there is nobody in my area that currently has a KR2 I am
> wondering if there is a recommendation for some other type of airplane for
> me to try and get some time in that would ay least give me an indication of
> what flying a kR2 is like.
> I know there is nothing exactly like them but just want to get a feel for
> that speed, type of handling etc.
> Next year I will certainly try to make it to the gathering so I can
> hopefully get a ride in one.
> Thanks
> Bob R
> Winnipeg
> 
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
> please see other KRnet info at http://www.krnet.org/info.html see
> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change
> options
> 
> 
> 
> 
> --
> 
> Message: 3
> Date: Sun, 19 Oct 2014 22:35:43 +0200
> From: "Jeff Scott" 
> To: krnet 
> Subject: Re: KR> Flight Sim and real time
> Message-ID:
> 

KR> KRnet Digest, Vol 2, Issue 205

[Randall Smith]

I'm looking to get 7000.

Sent from my iPhone

> On Aug 9, 2014, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  KRnet Digest, Vol 2, Issue 203 (John Miller)
>   2. Re:  Fish Fry and Fly in Marion Kansas (Rob Schmitt)
>   3.  Plans and Serial Number (Neville Sutton)
>   4. Re:  Plans and Serial Number (Jeff Scott)
>   5. Re:  Plans and Serial Number (Tony King)
>   6. Re:  paint schemes (laolan(p))
>   7. Re:  Plans and Serial Number (Randy Moore Newbern Tn. N318RM)
> 
> 
> ------
> 
> Message: 1
> Date: Fri, 8 Aug 2014 13:19:34 -0500
> From: "John Miller" 
> To: "'Randall Smith'" ,"'KRnet'"
>
> Subject: Re: KR> KRnet Digest, Vol 2, Issue 203
> Message-ID: <006501cfb335$4e59f2b0$eb0dd810$@earthlink.net>
> Content-Type: text/plain;charset="us-ascii"
> 
> I won't bother you at work.  What are you asking it?
> 
> -Original Message-
> From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Randall 
> Smith
> via KRnet
> Sent: Friday, August 08, 2014 9:09 AM
> To: krnet at list.krnet.org
> Subject: Re: KR> KRnet Digest, Vol 2, Issue 203
> 
> I have Lesters KR. If anyone is interested. It is for sale. If someone makes
> me an honest offer I'll probably take it. It is flying but needs some work.
> My name is Randy Smith, phone number 940-368-7973 please don't call just to
> talk. I do air-conditioning work it's very busy in the Dallas-Fort Worth
> area. 
> 
> Sent from my iPhone
> 
>> On Aug 7, 2014, at 11:00 AM, krnet-request at list.krnet.org wrote:
>> 
>> Send KRnet mailing list submissions to
>>   krnet at list.krnet.org
>> 
>> To subscribe or unsubscribe via the World Wide Web, visit
>>   http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
>> or, via email, send a message with subject or body 'help' to
>>   krnet-request at list.krnet.org
>> 
>> You can reach the person managing the list at
>>   krnet-owner at list.krnet.org
>> 
>> When replying, please edit your Subject line so it is more specific 
>> than "Re: Contents of KRnet digest..."
>> 
>> 
>> Today's Topics:
>> 
>>  1. Re:  Brakes (CraigW)
>>  2. Re:  paint schemes (laolan(p))
>>  3.  Carbon fiber sources (Steven Eberhart)
>>  4. Re:  Carbon fiber sources (Paul Visk)
>> 
>> 
>> --
>> 
>> Message: 1
>> Date: Wed, 6 Aug 2014 14:07:07 -0400 (EDT)
>> From: CraigW 
>> To: "joe.kr2s.builder at juno.com" ,KRnet
>>   
>> Subject: Re: KR> Brakes
>> Message-ID:
>> 
>> <1340264637.938603.1407348427194.open-xchange at oxuslxltgw00.lxa.perfora
>> .net>
>> 
>> Content-Type: text/plain; charset=UTF-8
>> 
>> Here are the master cyl I am using.  Not mounted yet and a pedal will 
>> have to be fashioned but they should work and wont break the bank.
>> 
>> 
>> http://www.bmikarts.com/Hydraulic-Master-Cylinder-_p_598.html
>> 
>> 
>> Craig
>> 
>>> On August 6, 2014 at 9:55 AM "joe.kr2s.builder--- via KRnet"
>>>  wrote:
>>> 
>>> 
>>> Hey guys,Does anyone have heel breaks installed? if so got any 
>>> pictures? How do they work?Joe HortonCoopersburg, Pa
>>> 
>>> 
>>> NetZero now offers 4G mobile broadband. Sign up now.
>>> http://www.netzero.net/?refcd=NZINTISP0512T4GOUT1
>>> ___
>>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>>> To UNsubscribe from KRnet, send a message to 
>>> KRnet-leave at list.krnet.org please see other KRnet info at 
>>> http://www.krnet.org/info.html see 
>>> http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
>>> options
>> 
>> --
>> 
>

KR> KRnet Digest, Vol 2, Issue 203

[Randall Smith]

I have Lesters KR. If anyone is interested. It is for sale. If someone makes me 
an honest offer I'll probably take it. It is flying but needs some work. My 
name is Randy Smith, phone number 940-368-7973 please don't call just to talk. 
I do air-conditioning work it's very busy in the Dallas-Fort Worth area. 

Sent from my iPhone

> On Aug 7, 2014, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
>http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
> or, via email, send a message with subject or body 'help' to
>krnet-request at list.krnet.org
> 
> You can reach the person managing the list at
>krnet-owner at list.krnet.org
> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  Brakes (CraigW)
>   2. Re:  paint schemes (laolan(p))
>   3.  Carbon fiber sources (Steven Eberhart)
>   4. Re:  Carbon fiber sources (Paul Visk)
> 
> 
> --
> 
> Message: 1
> Date: Wed, 6 Aug 2014 14:07:07 -0400 (EDT)
> From: CraigW 
> To: "joe.kr2s.builder at juno.com" ,KRnet
>
> Subject: Re: KR> Brakes
> Message-ID:
><1340264637.938603.1407348427194.open-xchange at 
> oxuslxltgw00.lxa.perfora.net>
>
> Content-Type: text/plain; charset=UTF-8
> 
> Here are the master cyl I am using.  Not mounted yet and a pedal will have to 
> be
> fashioned but they should work and wont break the bank.
> 
> 
> http://www.bmikarts.com/Hydraulic-Master-Cylinder-_p_598.html
> 
> 
> Craig
> 
>> On August 6, 2014 at 9:55 AM "joe.kr2s.builder--- via KRnet"
>>  wrote:
>> 
>> 
>> Hey guys,Does anyone have heel breaks installed? if so got any pictures? How
>> do they work?Joe HortonCoopersburg, Pa
>> 
>> 
>> NetZero now offers 4G mobile broadband. Sign up now.
>> http://www.netzero.net/?refcd=NZINTISP0512T4GOUT1
>> ___
>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
>> please see other KRnet info at http://www.krnet.org/info.html
>> see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change
>> options
> 
> --
> 
> Message: 2
> Date: Thu, 07 Aug 2014 12:56:49 +0200
> From: "laolan(p)" 
> To: "stefkr2 at kpnmail.nl" ,  KRnet
>
> Subject: Re: KR> paint schemes
> Message-ID: <53E35B71.2060905 at laposte.net>
> Content-Type: text/plain; charset=UTF-8; format=flowed
> 
> Hi Stef,
> 
> I had a look on your website and I would like to know what type of BMW 
> engine who expect to use ?
> 
> Jean-Charles
> 
> 
> 
> Le 06/08/2014 12:44, stefkr2--- via KRnet a ?crit :
>> Robert,
>> It is a nice scheme, Google at ph-mij Or check my site. We have the almost 
>> the Same flying in the dutchies.
>> Next month we will spray the wings I hate sanding.
>> 
>> Stef
>> --
>> Steph and his dad are building the KR-2S see   
>> http://www.masttotaalconcept.nl/kr2
>> 
>> 
>> 
>> 
>>> Origineel Bericht
>>> Van : krnet at list.krnet.org
>>> Datum : 05/08/2014 03:20
>>> Aan : KRnet at list.krnet.org
>>> Onderwerp : KR> paint schemes
>>> 
>>> Hi everyone,
>>>  On the subject of paint schemes I had about nine years  to think about 
>>> this moment in time. Like everything else in life all things come to pass 
>>> if you stick with it. One of the most beautiful paint jobs I have seen is 
>>> Lester Palmers KR. Although I have never seen in person I looked at the 
>>> pictures over and over again and made the decision to use his paint scheme. 
>>> I hope it doesn't upset anyone.
>>> 
>>> http://s449.photobucket.com/user/rkpsk1/slideshow/
>>> ___
>>> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
>>> To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
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>> 
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> 
> 
> 
> 
> --
> 
> Message: 3
> Date: Thu, 07 Aug 2014 09:24:42 -0500
> From: Steven Eberhart 
> To: Steven Eberhart via KRnet 
> Subject: KR> Carbon fiber sources
> Message-ID:
><201408071431.s77EV3G3027545 at atl4mhob06.myregisteredsite.com>
> Content-Type: text/plain; charset=utf-8
> 
> Does anyone 

KR> KRnet Digest, Vol 2, Issue 187

[Randall Smith]

My wife and I flew in our KR it was stretched but not widen for two years. When 
we would climb out people would stop and take a double take. But it is easy 
enough when you learn how to turn a little. I have test flown six KR's. One had 
a center stick. I would never ever have one of those. If you don't have a place 
to rest your arm when flying the KR you'll do a lot of oscillating. We put over 
100 hours with two of us in that airplane. We finally moved to a larger 
airplane. I still have a KR. Be long to Les Palmer. You sit in the middle with 
a stick between your legs. You can't see over the nose landing. It's a little 
exciting. But I still love it. I can go from my KR to my 47 cruiser to the 310 
in one day lots of fun.

Sent from my iPhone

> On Jul 22, 2014, at 11:00 AM, krnet-request at list.krnet.org wrote:
> 
> Send KRnet mailing list submissions to
>krnet at list.krnet.org
> 
> To subscribe or unsubscribe via the World Wide Web, visit
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> or, via email, send a message with subject or body 'help' to
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> You can reach the person managing the list at
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> 
> When replying, please edit your Subject line so it is more specific
> than "Re: Contents of KRnet digest..."
> 
> 
> Today's Topics:
> 
>   1. Re:  One stick or two (tommy waymack)
>   2.  One stick or two (laser147 at juno.com)
>   3. Re:  One stick or two (brian.kraut at eamanufacturing.com)
>   4. Re:  One stick or two (brian.kraut at eamanufacturing.com)
>   5. Re:  One stick or two (airguynh at comcast.net)
>   6. Re:  One stick or two (JL)
>   7.  Landing with both flaps and belly board deployed (JL)
>   8.  Wing program (PPaulVsk at aol.com)
>   9. Re:  Landing with both flaps and belly board deployed
>  (Hennie van Rooyen [HQP Alloystream])
>  10. Re:  Landing with both flaps and belly board deployed (Dan Heath)
>  11. Re:  Landing with both flaps and belly board deployed
>  (Hennie van Rooyen [HQP Alloystream])
>  12.  Airfoil (Robert Boyd)
>  13. Re:  One stick or two (Mark Langford)
>  14.  Fw:  Landing with both flaps and belly board deployed
>  (joe.kr2s.builder at juno.com)
>  15. Re:  Landing with both flaps and belly board deployed (Paul Visk)
>  16.  Videos (Mark Jones)
>  17. Re:  One stick or two - Example online (Steve G.)
>  18. Re:  Videos (Paul Visk)
> 
> 
> --
> 
> Message: 1
> Date: Mon, 21 Jul 2014 11:14:28 -0500
> From: tommy waymack 
> To: Mark Langford , KRnet 
> Subject: Re: KR> One stick or two
> Message-ID:
>
> Content-Type: text/plain; charset=UTF-8
> 
> Dual sticks and center throttle.And single rudder pedals with differential
> hand brakes taildragger.Not really a trainer but good for demos.Tommy W.
> 
> On Sun, Jul 20, 2014 at 9:49 PM, Mark Langford via KRnet <
> krnet at list.krnet.org> wrote:
> 
>> Todd Rayner wrote:
>> 
> 
> 
> --
> 
> Message: 2
> Date: Mon, 21 Jul 2014 12:33:38 -0700
> From: 
> To: krnet at list.krnet.org
> Subject: KR> One stick or two
> Message-ID: 
> Content-Type: text/plain; charset=us-ascii
> 
> Unless one is widening the cockpit ala Langford, Flesner, McHenry, etc.
> and modifying the canopy to accomodate the extra width, the KR-2 is not a
> two-up airplane except for demo or otherwise very local flights.  Unless
> you're a midget with a midget passenger a standard-width KR with standard
> canopy is about the most uncomfortable contraption you could imagine with
> two people in it - plus the CG is so far back that you are holding
> forward stick on final.  
> 
> With a standard-width KR with a standard canopy, sitting in the center is
> the most logical and comfortable place to sit and if you're going to sit
> in the center, a center stick is the logical place to have the stick.
> Having two sticks only makes sense if you have room enough for two
> people.   
> 
> If you're still in the designing stage, think about a side stick.  Ken
> Rand had one and there are plans floating around.  
> 
> Mike
> KSEE
> 
> 
> 
> 
> 
> 
> Fast, Secure, NetZero 4G Mobile Broadband. Try it.
> http://www.netzero.net/?refcd=NZINTISP0512T4GOUT2
> 
> 
> 
> --
> 
> Message: 3
> Date: Mon, 21 Jul 2014 13:02:35 -0700
> From: 
> To: "KRnet" 
> Subject: Re: KR> One stick or two
> Message-ID:
><20140721130235.31a5f8c871d0e3389177406b4aec562c.369797d93d.wbe at 
> email04.secureserver.net>
>
> Content-Type: text/plain; charset="utf-8"
> 
> 
> 
> --
> 
> Message: 4
> Date: Mon, 21 Jul 2014 13:03:05 -0700
> From: 
> To: "KRnet" 
> Subject: Re: KR> One stick or two
> Message-ID:
><20140721130304.31a5f8c871d0e3389177406b4aec562c.73fcc547f6.wbe at 
> 

KR> Fw: Re: Propellers

[Randall Smith via KRnet]

Every prop I have cut had given me 100 rpm per in up to 3". 

Sent from my iPhone

> On May 8, 2014, at 11:44 AM, "joe.kr2s.builder at juno.com via KRnet"  at list.krnet.org> wrote:
> 
> Doran Jaffas wrote:
>> Just curious if anyone has run a 50 inch propeller. I have a 52 by 47 and
>> am thinking of trimming it down to 50 inches the add a couple of hundred
>> rpm.
> 
> 
> 
> My experience with a 2" difference in prop diameter and no other change is 
> only in the neighborhood of 50 to 70 rpm increase. I am not sure if it is a 
> standard number or if there is a linear change as I was testing from 60" 
> diameter down to 54" diameter. I surely think that a 200 rpm increase is a 
> bit on the hopeful side.Joe Horton,Coopersburg, Pa
> 
> Do THIS before eating carbs every time
> 1 EASY tip to increase fat-burning, lower blood sugar & decrease fat storage
> http://thirdpartyoffers.juno.com/TGL3141/536bb4bc7d12034bc496dst02duc
> ___
> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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> options

KR> Substitute small auxiliary 500 watt generator for engine generator?

[Randall Smith]

Just hook up a lighter plug and a solar panel in the window and be done with 
it. That's what I did and it worked for 2 1/2  years.

Sent from my iPhone

> On Mar 14, 2014, at 9:50 AM, Dave_A  wrote:
> 
> 1) Those little gennies are usually 2-stroke and run on oilgas mix.
> 
> 2) There's no way to properly seal it off so that no carbon monoxide/exhaust 
> leaks back into the cabin... IF there is an opening for the pull cord their 
> is an opening for the exhaust
> 
> 
>> On 3/14/2014 3:10 AM, James Dunn wrote:
>> What do you think?
>> 
>> For the KR, it seems that removing the alternator and related pulley from my 
>> VW Type 4 has the potential of decreasing the side loading on the engine, 
>> and decreasing parasitic loads on the engine so that more power goes to the 
>> propeller.
>> 
>> A small rip-cord 500 watt generator will run up to 8 hours on a half gallon 
>> of fuel.  But with the normal loads, the motorcycle battery will support 
>> electrical loads a couple of hours at a time.  So starting and stopping the 
>> small generator would provide recharging on an as-needed basis.  A simple 
>> voltage alarm can be used to advise pilot of need to recharge the avionics 
>> batteries.
>> 
>> During day VFR, most likely the alarm would never be triggered; i.e. battery 
>> trickle charger keeping battery topped off in the hanger.
>> 
>> Gas from the main tank would be used to run the generator.  Exhausting would 
>> be no different than the main engine.
>> 
>> Looking at the space available, the generator I'm looking at will fit in the 
>> same space that the retract gear would fit in; I have fixed gear.  And leave 
>> a lot of extra room.  The space with a bit of fiberglass can be made 
>> completely separate from main cabin; with an open to air flow gap between 
>> the cabin and generator where the pull cord and controls run through, in 
>> case there is a head gasket leak (carbon monoxide).  Same issue with main 
>> engine and one reason for firewall.
>> 
>> The 110V outlet feeding a battery charger provides about 30 amps of 
>> charging, capacity.  But for a motorcycle battery it will only take a 
>> maximum of about 10 amps, plus about 5 amps for efis and ems system 
>> batteries.  So there is still a surplus of power available for other loads.
>> 
>> Because the generator without shrouding (substituting small NACA vent and 
>> aluminum baffling), is very small, it can be put anywhere that is CG 
>> beneficial.
>> 
>> A pulley system bringing the pull cord under the center between pilot and 
>> passenger allows for a bi-cep pull so the leverage is favorable without 
>> having to do any unusual positioning.  A 500 watt generator is very easy to 
>> start.
>> 
>> I'm looking at the Honda generator because it runs with virtually no 
>> vibration.
>> 
>> 
>> What are things I'm not thinking of?
>> 
>> 
>> 
>> 
>>  -- 
>> 
>> James Dunn
>> ___
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> 
> 
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KR> anybody_tried_this_for_high_altitude_flying?_Look _at_this_on_eBay

[Randall Smith]

Remember those units put out a lot of heat. 

Sent from my iPhone

> On Mar 11, 2014, at 8:38 AM,  wrote:
> 
> Did a little more research and found a good thread on the Vans site with
> a link for a very expensive unit designed for small aircraft. 
> http://www.vansairforce.com/community/showthread.php?t=79120=oxygen+concentrator
>  I have not looked at all the specs, but from what I have seen I would
> guess that the smaller medical units will not provide enough oxygen at
> higher altitudes.  Might be OK if you just like to suck oxygen at
> 10,000' but maybe not at 15,000.  Been looking for a low cost pulse
> demand regulator myself lately.  I fly high a lot and just came back
> from Nashville this weekend at 11,500 and had to go to 13,500 for a bit
> to get over a bad haze layer while crossing a front.
> 
> 
>  Original Message 
> Subject: Re: KR> anybody_tried_this_for_high_altitude_flying?_Look
> _at_this_on_eBay
> From: 
> Date: Tue, March 11, 2014 6:21 am
> To: "KRnet" 
> 
> I have never heard of anyone using an oxygen concentrator for flight
> before. I don't know why. I did find this interesting article on Wiki
> about them and it mentions in flight use. Not sure what flow rate you
> would need at the altitudes we typically fly at or what can be provided
> by the lower cost portable units.
> 
> http://en.wikipedia.org/wiki/Oxygen_concentrator
> 
> 
> 
>  Original Message 
> Subject: KR> anybody tried this for high altitude flying? Look at this
> on eBay
> From: Rogelio Serrano 
> Date: Tue, March 11, 2014 5:10 am
> To: KRnet 
> 
> Check out this item I found on eBay:
> 
> End time: 16 Mar 2014 18:51:08
> 
> Item:
> RESPIRONICS
> EVERGOPORTABLE
> OXYGEN
> CONCENTRATOR
> 
> URL: http://pages.ebay.com/link/?nav=item.view=191095399890
> 
> Alt URL:
> http://www.ebay.co.uk/itm/RESPIRONICS-EVERGO-PORTABLE-OXYGEN-CONCENTRATOR-/191095399890
> 
> (Sent from eBay Mobile for Android)
> ___
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KR> Angle of attack

[Randall Smith]

I probably have 2000 hours in tailwheel airplanes. Almost 800in a KR 2. I also 
own a bellanca cruiseair tailwheel have a lot of time in a Luscombe ,T craft 
and a couple of other tailwheel airplanes. I could probably count how many main 
wheel landings I have done on both hands. For those that do not know me I've 
been down six times in a KR 2 everyone of those I did a three point Landing to 
get it shut down. I can guarantee you if I'd had to land on the mains on two of 
those that I would not have gotten stopped in the time that I had. Everybody 
has their own ideas of how to land an airplane. The slower the better in an 
emergency. On the mains is not as slow as three point. I know this is going to 
bring up a big debate. But as Mark says when you need to get stop fast there's 
only one way to do it.

Sent from my iPhone

> On Feb 20, 2014, at 8:56 AM, Larry Flesner  
> wrote:
> 
> At 06:35 AM 2/20/2014, you wrote:
>> Doran Jaffas wrote:
>> 
>> >In the three point Landing configuration is anyone have any knowledge of
>> the optimum angle of attack for the KR two standard?
>> 
> 
> 
> I think Mark was in the ball park with the 12 degrees number.  I recall mine 
> being right at 12 degrees.
> 
> That brings up another point.  The three point landing.  Many call it a "full 
> stall" landing.  Be advised, it is NOT a full stall landing.  I suspect there 
> is not a tailwheel aircraft flying that has the wing at a stalled angle in 
> the three point attitude.  If the pilot can touch the tailwheel before the 
> mains (as I did on my first landing) then the wing is not stalled.  That 
> means that if you touch down in the three point attitude, the wing is still 
> flying and any slight gust of head wind can and probably will lift one or 
> both wings.
> 
> My preferred landing technique is to land on the mains with the tail slightly 
> low with a slight forward stick at touchdown to decrease the angle of attack 
> and plant the mains firmly on the ground.  I hold the tail up until the wing 
> is below flying speed, allow the tail to drop, at which point I can use 
> maximum braking. That's pretty much how Jim Faughn described it in his " how 
> to land a KR" article available on the net somewhere.
> 
> Mark's home airport runway is 2700 feet in length.  On the one occasion I had 
> to visit him I was at taxi speed approximately half way down the runway.  I 
> must confess that the direction I was landing, the runway has a slight 
> upgrade.  Never the less,  at my home airport, I can be down and do a 180 in 
> 1500 feet, no wind, with mild braking, doing a wheel landing.
> 
> Everyone has a technique they are comfortable with.  To me, the tail low 
> wheel landing offers me the greatest control in most all wind conditions and 
> makes for nice soft touchdowns.  Go with what makes you feel good. :-)
> 
> Larry Flesner
> 
> 
> 
> 
> ___
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> options

KR> Zenith Carb Tuning

[Randall Smith]

I have had a throttle cable break and a mixture cable break. I have a spring on 
my mixture now. 

Sent from my iPhone

On Jun 20, 2013, at 9:11 PM, Tinyauto at aol.com wrote:

> Years ago I took my Grumman TR2 to get it's annual inspection.  The  
> carburetor was rebuilt and I flew it about an hour when the throttle arm  
> came 
> unhooked in flight.  If the carburetor had been spring loaded to go to  idle, 
> It would have been a very bad thing.  However, the carburetor was  spring 
> loaded to go to wide open.  I flew back to the airport,  made sure runway was 
> made, and mixture control to cut off.  I was so  thankful that day that the 
> carburetor was set up that way.  Now I am  building this Rotax 582 bird that 
> has two carburetors with springs set up where  if I have a throttle cable 
> failure it will go to idle.  Bad design and the  thought of it makes me 
> cringe.  I realize there are a lot of them out there  flying all over the 
> place, 
> but that design is wrong for aircraft.  Failure  mode should be the safest 
> modewide open.
> 
> Kevin Golden
> Harrisonville, MO
> Streak Shadow 
> 
> 
> 
> 
> In a message dated 6/20/2013 9:00:46 P.M. Central Daylight Time,  
> smwood at md.metrocast.net writes:
> 
> Finally  got my Zenith carb adjusted on my 2180 VW to consistently and 
> reliably  idle at 700 RPM.  I found that the torsion spring between the  
> butterfly shaft and the throttle arm was not strong enough to return the  
> shaft to the full closed position.  I added another extra tension  spring 
> from the bracket on the shaft to the throttle arm.  Playing  with the 
> mixture 
> control from the cockpit while the throttle is closed, I  can get idle 
> speeds 
> down to 550 RPM.  Don't want to be there - the  engine still runs, but is 
> about to shake the plane to pieces.  700  RPM is much smoother and the 4 
> straight Dragon Fly pipes sound  great.  Still have to be careful to slowly 
> advance the throttle out  of idle or the engine will cough once and die. 
> Above 1000 RPM I can snatch  and punch the throttle any which way and the 
> response is quick and  positive.  Yes, I used an electronic tach checker to 
> verify the Grand  Rapids tach readout.
> I am betting that landing roll outs will be much  shorter now.
> Now, on to fixing the high oil temps.
> 
> Sid  Wood
> Tri-gear KR-2 N6242
> Mechanicsville, MD,  USA
> 
> 
> 
> 
> ___
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