KR> Flywheel alternators

[billjacobs...@yahoo.com]

Thanks Jeff,Good clear description.
Bill Jacobs


-- Original message--From: Jeff Scott via KRnet Date: Mon, Jun 13, 2016 
5:28 PMTo: krnet at list.krnet.org;Cc: Jeff Scott;Subject:Re: KR> Flywheel 
alternators"Flywheel Alternators" are more aptly described as Dynamo Charging 
systems.? They have fixed magnets that fly past a fixed Stator (coil or coils) 
to produce AC current and either a single or 3 phase A/C Output that is then 
rectified into DC.? A single phase unit either works or not as there are no 
moving parts to wear out.? If a wire breaks in the stator or beetween the 
stator and the regulator, it no longer works.? A 3 phase unit can lose a phase, 
which will reduce its max current output.? I expect the Great Planes units are 
likely single phase.? The regulator is where all the magic happens and where 
problems are most likely to occur.? The regulator both rectifies the AC output 
into DC, and regulates the DC to something less than 14.3 Volts.?Low voltage 
output will almost always be the regulator that's at fault.  No charging can be 
either the regulator, wiring, or the dynamo stator wires that have failed.?The 
failures I have seen in them were failed regulators, and burned wiring between 
the dynamo and the regulator, and broken wires in the dynamo.? It is possible 
that your regulator output may be affected by heat, but to what degree, I 
couldn't predict.? Since these systems don't typically charge at idle, you need 
to use a good voltmeter (preferably digital) and take a reading anywhere on the 
12V DC buss with the engine turning somewhere around 1500 - 2000 RPM.? I don't 
have any specific knowledge about the Great Planes units, so don't know what 
RPM they cut in, but the ones on the Jabiru engines I've been working on seem 
to start charging around 1800 rpm.? Once it's charging with minimal load, I 
would expect to see something on the order of a minimum of 13V to maintain the 
battery.? If it is less than that, they you are likely looking at a regulator 
issue.? The dynamo itself will either work, or it won't.?-Jeff ScottLos Alamos, 
NM?Sent:?Monday, June 13, 2016 at 2:02 PMFrom:?"Mike Stirewalt via KRnet" 
To:?krnet at list.krnet.orgCc:?laser147 at juno.comSubject:?KR> Flywheel 
alternatorsAnybody know if the flywheel alternators that are in the Great 
Plainsengines wear out with time? It seems my voltmeter needle is ridingaround 
11 volts instead of 12 with the engine at full RPM. It might bemy 
imagination.If they DO wear out with time, what needs to be replaced? What 
wears?I just aborted a trip to La Paz because the voltmeter needle seemed to 
beriding a little lower than it usually does. I didn't want to be comingback 
across the border without a working transponder so I landed in SanFelipe and 
just came back home. Better safe than sorry. This alternatorsituation worries 
me but it might be just fine and my imagination theproblem, not the alternator. 
It's got a lot of hours on it - theflywheel alternator I mean - and am 
wondering if I've got a 
problemdeveloping.Thanks,MikeKSEEAffordable
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KR> KR Forum at OSH this year

[billjacobs...@yahoo.com]

Good for you a Mark!
Bill Jacobs


-- Original message--From: Mark Langford via KRnet Date: Thu, Jun 9, 
2016 10:30 PMTo: KRnet;Cc: Mark Langford;Subject:KR> KR Forum at OSH this 
yearThe EAA released their forum schedule today, and once again we are honored 
with a spot on Monday in the Forum area.  I am open to suggestions as the 
content, otherwise I'll just drone on as usual...BUILDING AND FLYING THE KR 
AIRCRAFTMonday, July 2511:30 AM - 12:45 PMLocation: Forum Stage 3Presenter: 
Mark Langford-- Mark LangfordML at 
N56ML.comhttp://www.n56ml.com___Search
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KR> Ethanol

[billjacobs...@yahoo.com]

Turbochargers and/or Superchargers love the way the input temps drop on 
ethanol. Granted the milage is only 1/4 mile at a time. Most dedicated drag 
cars that run very high boost shy away from gasoline as you dont need to cool 
inlet temps artificially with water injection in the air
Bill Jacobs


-- Original message--From: Mike Stirewalt via KRnet Date: Mon, Jun 6, 
2016 2:55 PMTo: krnet at list.krnet.org;Cc: laser147 at juno.com;Subject:KR> 
EthanolI had an old Cadillac with a computer display that would read out 
myreal-time fuel consumption.  I imagine most cars have such things thesedays, 
althoiugh the Oldsmobile that I replaced my beloved Cadillac withdoesn't.  
Whenever I would drive cross country and got into the mid-westwhere ethanol is 
sold, my fuel mileage would always go down.  I'm impressed by the statement 
"The fastest cars in the country use it."so obviously I'm suffering form a 
misconception.  I inherently dislikedit because it decreased my fuel mileage 
and because government welfare toall the farmers who grow corn for ethanol 
annoyes me too.  Plus, I'venever trusted it in my KR.  If I do ever use auto 
fuel in the KR(GP-2180) I always use Chevron Supreme, which is what I always 
use in myother vehicles.  Calling Chevron headquarters in San Francisco 
severalyears ago, they told me Supreme has 7% ethanol in it.  It may be 
morenow, or less, but thinking I could avoid ethanol by buying top 
gradegasoline was not correct.  I think it's all got ethanol in it, except 
forboutique racing shops that sell ethanol-free gas for racing.  Why 
wouldracing shops sell ethanol-free gas for racing if "the fastest cars in 
thecountry use it."  I'm not arguing here since I'm not very smart, but 
justrelating my experiences.  Steve Bennett said he always ran my engine on 
ethanol-free gas - which hecould get in Omaha.  Here in San Diego it's only 
available fromspecialized racing shops.  From Steve's comments on operation of 
myengine, I've tried to keep ethanol out of the tanks but I haveoccasionally 
put some Chevron Supreme in.  It's always mixed withwhatever 100LL is already 
in the tank.  In my aux tank in the wing, madefrom vinyl ester, I've been 
religious about never putting anything but100LL in it.  I've heard too many 
stories about car gas wreaking havoc totanks and fuel components for me to use 
it more than very occasionally. Just my experience.  I'm still learning new 
things . . .hope we all are. 
Nextiva vFAXWhy Do 
You Still Have An Old Fax 
Machine?http://thirdpartyoffers.juno.com/TGL3141/5755c69e982ad469e6d0cst04vuc___Search
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KR> Ethanol Continued

[billjacobs...@yahoo.com]

Andrew,The information that you provided is sincerely appreciated. People 
may have different opinions. BUT you cannot argue with the that much solid 
data.Thanks again.
Bill Jacobs


-- Original message--From: Andrew Sugg via KRnet Date: Mon, Jun 6, 2016 
1:17 PMTo: krnet at list.krnet.org;Cc: Andrew Sugg;Subject:KR> Ethanol 
ContinuedTony- Even full aircraft can be modified for ethanol use. Our fleet 
was donated or purchased aicraft. We simply pull what components we needed and 
anodized the alluminum, and replaced natural rubber with teflon.- The water 
issue is another reason we did the test. Ethanol is moonshine, and readily 
absorbs water. Now, you will never get 100% ethanol outside of a labratory. 
Even your 200 proof moonshine is roughly 95% ethanol and 5% water. Part of our 
testing included static tank test, aka fuel sitting in the tank for extended 
periods of time without use or agitation. The highest water absorbtion we saw 
was 5% during a hot, rainy Texas summer. Since the ethanol distributes the 
water, you don't have to worry about water destroying your fuel tank or vapor 
locking the engine. Our tested used E85 (85% ethanol 15% denaturing chemicals). 
We then added water (at 5% incriments) into the fuel tank and ran the engine 
for 5 hours, mimicing all phases of flight. We did go up to 15% water before we 
started hitting peak EGT before backing off on the throttle. In short, your 
fuel tank isn't going to allow enough water vapor in the air to pass into the 
tank and be absorbed to the point of causing noticeable changes. If there is 
that much water, someone poured it into the tank.Chris- E85/E90 is what we 
considered 100% during our testing, because it was 100% ethanol fuel with no 
100LL in the tanks. Fuel manufacturers are required by law to add denaturing 
chemicals to the ethanol fuel so you can't give your car/airplane a gallon and 
a gallon for yourself.- In all my testing and the research that had been 
previously done, I couldn't find anything connecting vapor lock with ethanol 
use. I will state, we did have issues with start up in extremely cold 
temperatures (subzero Farenheit), which was countered with a fuel heater. So, 
probably not a great fuel for Alaskan winters.- For corrosion, we did multiple 
test to include common aircraft metals and composite materials. Ethanol does a 
great job cleaning steel (our 5,000gal steel fuel cell had no corrosion when 
inspected at the 5 year mark. It even cleaned the rust off of a chain that was 
dropped into the tank.). It does eat alluminum, but anodizing protects the 
alluminum components. We slosh anodized our Cessna tanks and saw no problems. 
With the composites, we used E-glass and Aeropoxy resin, gel coat, and carbon 
fiber. We saw no reaction to any composite materials during the 5 year 
testing.Bill- Most auto "flex fuels" are tuned to run on 87 octane, which 
further drives people away. NASCAR and INDY do run ethanol due to it's 
benefits. It also makes fuel spill clean up a lot easier. E90 and E85 are 
becoming more popular, but if you are in an area that has either, you could use 
it. One of the reasons for our testing between different ethanol and 100LL 
testing was for availability reasons. Say someone is able to fly at their home 
airport on ethanol, but was not able to find it during a cross country. You 
wouldn't know the exact ratio. So we tested at 10% incriments betwen 100% 
ethanol fuel (E85) to 100% 100LL. There were no changes in performance, outside 
of what we expected due to fuel flow and horsepower changes that happen between 
the fuels.___Search the KRnet 
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KR> Ethanol

[billjacobs...@yahoo.com]

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 KRnet Archives at 
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KR> composite how-to

[billjacobs...@yahoo.com]

I appreciate it. I want to eventually?do the engine cover.on my Sonerai 
2LTake CareBill Jacobs


-- Original message--From: Mark Langford via KRnet Date: Mon, May 30, 
2016 8:29 PMTo: KRnet;Cc: Mark Langford;Subject:KR> composite how-toBill Jacobs 
wrote: > What do you consider the best book on carbon fiber in a how to book 
for dyi?I don't think I have a book specific to carbon fiber...it's done the 
same way as fiberglass...mix up epoxy, wet out the carbon fiber, and apply.  
The biggest difference is that carbon fiber is stiffer and less likely to 
follow curves, and since it's black, it's more difficult to ascertain if it's 
completely wet out.  Other than that, it's about the same as fiberglassing.  
There's a lot on fiberglassing shown in the links given at www.n56ml.com, 
particularly wings, vertical and horizontal stabs, control surfaces, fwd and 
aft decks, etc.One aid to all composite work is to use clear "builder's 
plastic" to define the exact shape you need (with a Sharpie), and then cut it 
out with a couple of inches extra around the edges, then wet out the cloth 
directly on the plastic.  That way when you pick it up off the table to 
transfer it to the part, it will retain its shape and not change dimension or 
weave orientation.There are several examples of that on my web page also.  
The spinner page shows that pretty clearly, at http://www.n56ml.com/spinner/ 
.The KR builder's manual gives some good tips on how to do trailing edges and 
sharp corners.  I'm sure there are also many others in the projects listed on 
www.krnet.org .If you're talking about actual design work with carbon fiber, 
it's not trivial...but I can think of nowhere on a KR where you'd need that, 
unless you're going to do something radical like carbon fiber spars.Mark 
LangfordML at 
N56ML.comhttp://www.n56ml.com___Search
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KR> Split elevator & Gap Seals for elevator/rudder

[billjacobs...@yahoo.com]

Sorry i pushed the send button first. I know this is off list 
butt..Mark,What do you consider the best book on carbon fiber in a how to 
book for dyi?As always i appreciate your input.Bill Jacobs


-- Original message--From: Mark Langford via KRnet Date: Mon, May 30, 
2016 2:12 PMTo: KRnet;Cc: Mark Langford;Subject:Re: KR> Split elevator & Gap 
Seals for elevator/rudderFrank Hamelly wrote:> I want to use a split elevator 
on my KR and am wondering how to> attach the two halves in the middle to 
maintain structural integrity.> I've seen that Steve Anderson's KR used a split 
elevator but how were> the two sides fused?Steve's are joined something like 
the enclosed sketch (although maybe it has two bolts), using some thicker spar 
material (maybe an inch tall) and 1/8" aluminum plates front and back.  I 
thought about doing something similar to mine when I was building it, but with 
20/20 hindsight, it would have been a waste of time and weight.  I used simple 
Oilite (bronze impregnated bushings) hinge bushings in the plans aluminum 
brackets, and they are still slop free after 1130 hours.  I put the access 
slots on the bottom of the horizontal stab (or elevator, I forget which) so 
that the slot was only exposed when the elevator was fully deflected.  This way 
it didn't affect flow at the joint.  More on that at 
http://www.n56ml.com/kht.html .> Also, thinking about using gap seals between 
the horizontal and> vertical stabs and the elevator/rudder. I have a 7/8" gap 
to fill> which seems like it would be much easier to use than building up the> 
bull nose on the leading edges while providing clear access to the> hinges. I'm 
using the rod-end bearing hinge design, with 5 hinges> instead of 3.You've 
probably seen how I did the bull-nosed thing (at http://www.n56ml.com/kvs.html 
), but what I didn't show is how I deleted the cutouts for accessing the 
connecting bolts, because I deleted the connecting bolts entirely by using a 
3/16" 4130 tube to join the rudder to the vertical stab.  It dropped in from 
above and got the top two hinges, and then another short one was inserted from 
below.  Both had a little 4130 tab welded on the end for a #6 wood screw to 
hold the pins in place, although the bottom one was captured by the tailspring 
and the top one had gravity working for it. The 4130 tube was a lot lighter 
than the three bolts and nuts would have been, and it was dirt simple to get 
the elecvator offbut again, there was no slop after 1130 hours anyway, 
using only three hinges.  And I use my rudder a lot...Mark LangfordML at 
N56ML.comhttp://www.n56ml.com___Search
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KR> Split elevator & Gap Seals for elevator/rudder

[billjacobs...@yahoo.com]

Bill Jacobs


-- Original message--From: Mark Langford via KRnet Date: Mon, May 30, 
2016 2:12 PMTo: KRnet;Cc: Mark Langford;Subject:Re: KR> Split elevator & Gap 
Seals for elevator/rudderFrank Hamelly wrote:> I want to use a split elevator 
on my KR and am wondering how to> attach the two halves in the middle to 
maintain structural integrity.> I've seen that Steve Anderson's KR used a split 
elevator but how were> the two sides fused?Steve's are joined something like 
the enclosed sketch (although maybe it has two bolts), using some thicker spar 
material (maybe an inch tall) and 1/8" aluminum plates front and back.  I 
thought about doing something similar to mine when I was building it, but with 
20/20 hindsight, it would have been a waste of time and weight.  I used simple 
Oilite (bronze impregnated bushings) hinge bushings in the plans aluminum 
brackets, and they are still slop free after 1130 hours.  I put the access 
slots on the bottom of the horizontal stab (or elevator, I forget which) so 
that the slot was only exposed when the elevator was fully deflected.  This way 
it didn't affect flow at the joint.  More on that at 
http://www.n56ml.com/kht.html .> Also, thinking about using gap seals between 
the horizontal and> vertical stabs and the elevator/rudder. I have a 7/8" gap 
to fill> which seems like it would be much easier to use than building up the> 
bull nose on the leading edges while providing clear access to the> hinges. I'm 
using the rod-end bearing hinge design, with 5 hinges> instead of 3.You've 
probably seen how I did the bull-nosed thing (at http://www.n56ml.com/kvs.html 
), but what I didn't show is how I deleted the cutouts for accessing the 
connecting bolts, because I deleted the connecting bolts entirely by using a 
3/16" 4130 tube to join the rudder to the vertical stab.  It dropped in from 
above and got the top two hinges, and then another short one was inserted from 
below.  Both had a little 4130 tab welded on the end for a #6 wood screw to 
hold the pins in place, although the bottom one was captured by the tailspring 
and the top one had gravity working for it. The 4130 tube was a lot lighter 
than the three bolts and nuts would have been, and it was dirt simple to get 
the elecvator offbut again, there was no slop after 1130 hours anyway, 
using only three hinges.  And I use my rudder a lot...Mark LangfordML at 
N56ML.comhttp://www.n56ml.com___Search
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KR> VW Heads Number Code?

[billjacobs...@yahoo.com]

Yes Sir,I appreciate it. I can paypal or bank check overnight.However you 
prefer.Regards.
Bill Jacobs


-- Original message--From: lrffrench via KRnet Date: Fri, May 20, 2016 
8:05 PMTo: KRnet;Cc: lrffrench;Subject:Re: KR> VW Heads Number Code?Hi 
Bill,Thanks for your email.I've already had three inquiries. ?But nothing is 
final.?The first guy is still out so I'll keep you posted. I have offered them 
at $600 with shipping included.?CheersRene FfrenchN44774Austin, Texas?Sent via 
the Samsung GALAXY S?4, an AT 4G LTE smartphone Original message 
From: "billjacobs386 at yahoo.com via KRnet"  Date: 05/20/2016  6:57 PM 
 (GMT-06:00) To: krnet at list.krnet.org Cc: billjacobs386 at yahoo.com 
Subject: Re: KR> VW Heads Number Code? ??? Sorry to be late on this thread. 
But, if he doesnt want the heads i would liketo buy them.Thanks,Bill 
Jacobs-- Original message--From: lrffrench via KRnet Date: Fri, May 20, 
2016 7:50 PMTo: KRnet;Cc: lrffrench;Subject:Re: KR> VW Heads Number Code Hi 
Cody,?You're the first, so thanks for asking.Like I said this new pair of 
Mofoco 042 heads have been bored for the 92 mm bore that would fit my 1835cc 
engine and they are drilled for the duplicate plugs at 12mm. They were $740 for 
the pair and there was about $30 for shipping but I will box and ship them to 
you for $600. ?I will include some quality 12mm plugs in the box if you want 
them.Does that sound ok??CheersRene FfrenchN44774Austin, TexasSent via the 
Samsung GALAXY S?4, an AT 4G LTE smartphone Original message 
From: "codylee.cramer via KRnet"? Date: 05/19/2016? 6:35 PM? 
(GMT-06:00) To: KRnet? Cc: "codylee.cramer"? Subject: Re: KR> VW Heads Number 
Code? Rene, if noone else has expressed interest in your extra heads I would be 
interested.Sent from my T-Mobile 4G LTE Device Original message 
From: Rene Ffrench via KRnet? Date: 5/19/16? 2:25 PM? (GMT-05:00) To: 
KRnet? Cc: Rene Ffrench? Subject: Re: KR> VW Heads Number Code? Hi SVD,The 
numbers come from an old configuration management system where someonewas 
tracking the sequential revisions of the original VW Heads.? Now thenumbers are 
just reference and not really significant except for a label.I have a pair of 
new unmounted MOFO 42 heads that are already drilled forthe second spark plug 
(at 12mm) and were bored for the 92 mm pistondiameter.?? I believe that they 
can be remachined for the larger pistons ifthat is needed.They would be a good 
deal since they are an extra set for me.Cheers,Rene FfrenchN44774On Thu, May 
19, 2016 at 11:30 AM, svd via KRnet wrote:> Hi,>> Sorry for the remedial 
question - but I?ve tried to find this answer on> the net with no success.>> 
What does the number associated with different heads mean??? Specifically:>>> 
CB 44> http://www.cbperformance.com/ProductDetails.asp?ProductCode=1443 <> 
http://www.cbperformance.com/ProductDetails.asp?ProductCode=1443 or>>> 
Revmaster 49> http://revmasteraviation.com/?p=125#more-125 <> 
http://revmasteraviation.com/?p=125#more-125>>> or>> MOFO 42> 
http://www.mofoco.com/item/MOFOCO_042_BIG_VALVE_CYLINDER_HEAD/235/c52 <> 
http://www.mofoco.com/item/MOFOCO_042_BIG_VALVE_CYLINDER_HEAD/235/c52>>> vs>> 
MOFO 50>> 
http://www.mofoco.com/item/MOFOCO_050_BIG_VALVE_AIR_COOLED_VW_CYLINDER_HEAD/234/c52>
 <> 
http://www.mofoco.com/item/MOFOCO_050_BIG_VALVE_AIR_COOLED_VW_CYLINDER_HEAD/234/c52>
  ???> Cheers,> Owen> ___> 
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.> To 
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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>-- Cheers,Rene'lrffrench at 
gmail.com+1-512-547-7164___Search 
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options___Search the KRnet Archives 
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KR> VW Heads Number Code?

[billjacobs...@yahoo.com]

Sorry to be late on this thread. But, if he doesnt want the heads i would 
liketo buy them.Thanks,
Bill Jacobs


-- Original message--From: lrffrench via KRnet Date: Fri, May 20, 2016 
7:50 PMTo: KRnet;Cc: lrffrench;Subject:Re: KR> VW Heads Number Code?Hi 
Cody,?You're the first, so thanks for asking.Like I said this new pair of 
Mofoco 042 heads have been bored for the 92 mm bore that would fit my 1835cc 
engine and they are drilled for the duplicate plugs at 12mm. They were $740 for 
the pair and there was about $30 for shipping but I will box and ship them to 
you for $600. ?I will include some quality 12mm plugs in the box if you want 
them.Does that sound ok??CheersRene FfrenchN44774Austin, TexasSent via the 
Samsung GALAXY S?4, an AT 4G LTE smartphone Original message 
From: "codylee.cramer via KRnet"  Date: 05/19/2016  6:35 PM  
(GMT-06:00) To: KRnet  Cc: "codylee.cramer"  Subject: Re: KR> VW Heads Number 
Code? Rene, if noone else has expressed interest in your extra heads I would be 
interested.Sent from my T-Mobile 4G LTE Device Original message 
From: Rene Ffrench via KRnet  Date: 5/19/16? 2:25 PM? (GMT-05:00) To: 
KRnet  Cc: Rene Ffrench  Subject: Re: KR> VW Heads Number Code? Hi SVD,The 
numbers come from an old configuration management system where someonewas 
tracking the sequential revisions of the original VW Heads.? Now thenumbers are 
just reference and not really significant except for a label.I have a pair of 
new unmounted MOFO 42 heads that are already drilled forthe second spark plug 
(at 12mm) and were bored for the 92 mm pistondiameter.?? I believe that they 
can be remachined for the larger pistons ifthat is needed.They would be a good 
deal since they are an extra set for me.Cheers,Rene FfrenchN44774On Thu, May 
19, 2016 at 11:30 AM, svd via KRnet wrote:> Hi,>> Sorry for the remedial 
question - but I?ve tried to find this answer on> the net with no success.>> 
What does the number associated with different heads mean??? Specifically:>>> 
CB 44> http://www.cbperformance.com/ProductDetails.asp?ProductCode=1443 <> 
http://www.cbperformance.com/ProductDetails.asp?ProductCode=1443 or>>> 
Revmaster 49> http://revmasteraviation.com/?p=125#more-125 <> 
http://revmasteraviation.com/?p=125#more-125>>> or>> MOFO 42> 
http://www.mofoco.com/item/MOFOCO_042_BIG_VALVE_CYLINDER_HEAD/235/c52 <> 
http://www.mofoco.com/item/MOFOCO_042_BIG_VALVE_CYLINDER_HEAD/235/c52>>> vs>> 
MOFO 50>> 
http://www.mofoco.com/item/MOFOCO_050_BIG_VALVE_AIR_COOLED_VW_CYLINDER_HEAD/234/c52>
 <> 
http://www.mofoco.com/item/MOFOCO_050_BIG_VALVE_AIR_COOLED_VW_CYLINDER_HEAD/234/c52>
  ???> Cheers,> Owen> ___> 
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 
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options>-- Cheers,Rene'lrffrench at 
gmail.com+1-512-547-7164___Search 
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KR> LSA Operation

[billjacobs...@yahoo.com]

What if? "Theoretical ?of course" in a land far away... you grew up flying 
and have been flying under the radar so to speak. Ramp check and no license. 
What is the absolute worst thing that could happen?Thanks.Bill Jacobs


-- Original message--From: Randall Smith via KRnetDate: Thu, Mar 17, 
2016 2:15 PMTo: Ronald Wright;KRnet;Cc: Randall Smith;Subject:Re: KR> LSA 
OperationI 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  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> 
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> > ___> Search the KRnet Archives 
at http://tugantek.com/archmailv2-kr/search.> To UNsubscribe from KRnet, send a 
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KR> KR2 "Dunbo"

[billjacobs...@yahoo.com]

Im interested.Please forward info.Thank you
Bill Jacobs


-- Original message--From: Skyflyr001--- via KRnet Date: Fri, Mar 11, 
2016 3:07 PMTo: krnet at list.krnet.org;Cc: Skyflyr001 at aol.com;Subject:KR> 
KR2 "Dunbo"Dumbo is a KR@ built by David Carroll in Georgia. The serial number 
is  7616. The most current owner has passed away and I now have access to the  
aircraft, logbooks and other records.  I am trying to help the family sell  
this aircraft. I'd like to know a valuation for this airplane and to hear from 
interested  parties. Please e-mail me at _Skyflyr001 at aol.com_ 
(mailto:Skyflyr001 at aol.com)  if you can help. 
ThanksJim___Search the KRnet 
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KR> radio

[billjacobs...@yahoo.com]

Nice unit. Thanks for the heads up.
Bill Jacobs


-- Original message--From: Flesner via KRnet Date: Fri, Dec 18, 2015 
5:19 PMTo: KRnet;Cc: Flesner;Subject:KR> radioAnyone looking for a good 
handheld radio should check out the JHP nav/com at  
http://www.acespilotshop.com/pilot-supplies/handheld/jhp-520.htm or other 
suppliers.  With a good aircraft antenna I have picked up radio transmissions 
from as distant as 180 miles and on a recent trip I communicated with our local 
tower from 85 miles out.  A.S. sells an adaptor to easily plug in to aircraft 
power.  Great price for a good radio.  Use an adaptor to plug headset into 
radio or I plugged a two place intercom into the radio and headsets in to the 
intercom.  I didn't have room for a panel mount so mine is mounted below panel 
between my knees.  https://dl.dropboxusercontent.com/u/32133949/IMG_8619.JPG 
Good location.Larry 
Flesner___Search the KRnet Archives 
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KR> View photo in message

[billjacobs...@yahoo.com]

Im sorry to hear about your friend and hopefully he will pull through. 
We're praying for his complete recovery.Good luck it!Regards,
Bill Jacobs


-- Original message--From: jackd3923--- via KRnet Date: Thu, Nov 19, 
2015 6:54 PMTo: krnet at list.krnet.org;Cc: jackd3923 at gmail.com;Subject:KR> 
View photo in messageKR 2 for sale $3,000.  This Jack Daugherty I am helping my 
friend who lives in Ponca City sell his plane, He had a light stroke.  It has a 
suzuki engine electronic ignition and fuel injection computer controlled.  It 
only needs a prop and weight and balanced checked and it would be ready to fly 
aafter FAA approved.  It also has a handheld radio, engine manual, seat 
material and green canopy.  Please call me at 918-682-4986, or cell 
918-680-0173 and I have more pictures if needed.Sent from Mail for Windows 10

KR> Bleeding brakes

[billjacobs...@yahoo.com]

Holding the pedal to the floor stops any forward flow of all remaining 
fluid:Crack the bleader, run a hose from bleader to catch the bleed-off,push 
the peddle to the floor and secure it in the down position position..Now when 
the caliper, slave cylinder is removed no fluid will flow from the master 
cylinder.
Bill Jacobs


-- Original message--From: Mike Stirewalt via KRnetDate: Sun, Nov 8, 
2015 3:06 PMTo: krnet at list.krnet.org;Cc: laser147 at juno.com;Subject:KR> 
Bleeding brakes> "Hard to get to tucked away under the instrument panel.  I 
wrap a ragaround the master cylinder to help catch the overflow."I can't 
imagine anyone building a KR these days would build the fuel tankper plans - as 
part of the structure and non-removable.  A KR-2 with it'sextra width (compared 
to a KR-1 or 1?) would make it a little easier toget underneath but certainly 
no fun.  It actually makes me feel nauseausto get my head underneath a panel 
with my legs sticking up out of thecockpit.  Had to do it recently with another 
plane and reminded me howglad I am to have a removable header tank.  Re using a 
pump to bleed brakes. . . seems to me any residue in the lineswould just get 
pumped back up into the system unless you let it drainfirst.  I let mine drain 
while filling it from the reservoir(s), beingcareful not to let any air in.  
When I see fresh fluid coming out Itighten the bleeder nut.  I do that with all 
vehicles, not just the KR. It's just another way of doing it and doesn't 
require a 
pump.MikeKSEEAmerican
 Express 
Travelhttp://thirdpartyoffers.juno.com/TGL3141/563fab019b912b00487cst04vuc___Search
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KR> Kitplanes 1993 KR Articles

[billjacobs...@yahoo.com]

Thanks for the effort. Its appreciated.Bill Jacobs


-- Original message--From: Chris Prata via KRnet Date: Sat, Oct 24, 
2015 11:06 PMTo: krnet at list.krnet.org;Cc: Chris Prata;Subject:KR> Kitplanes 
1993 KR ArticlesFor anyone on the list who is interested, I finally obtained 
those articles without any missing pages and have scanned them to PDF. If 
anyone wants a copy shoot me an email. If you take the KR out of the subject 
and it will end up in my inbox instead of in the krnet folder.  I scanned to 
150dpi and the file size is 2.5 and 4MB for the 2 articles which should be easy 
to email.chris
___Search the KRnet Archives at 
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KR> Manifold pressure guage

[billjacobs...@yahoo.com]

I use SW gauges exclusively. Some I've had since the 70's. Never had a 
failure.Good luck
Bill Jacobs


-- Original message--From: Mike Stirewalt via KRnet Date: Sat, Oct 24, 
2015 7:18 AMTo: krnet at list.krnet.org;Cc: laser147 at juno.com;Subject:KR> 
Manifold pressure guageOff and on I've looked at the Stewart Warner gauge, 2.25 
diameter.  It'smy current choice unless I come across something better.  Van's 
sells onethat looks better (appearance), for about 30% more than the SW.  
Butreliability reports on it and other Van's-branded & sold instruments arenot 
generally good.  There's some other relatively inexpensie MP gaugesin the car 
world that look colorful and might work but staying away fromthat.  I've got a 
useless vacuum gauge I want to replace with an MPgauge.  Appreciate any 
pointers or thoughts about the subject or if anyone hassomething for sale let 
me know please.  2 1/4 hole.  Doesn't need to belighted. MikeKSEELaser147 at 
Juno.com   Drivers 
Stunned to Learn This New Rule(Attention) New policies are indicating that for 
years many local drivers have likely overpaid on their car insurance. This is 
the 1 simple truth your car insurance company doesn't want you to know. If you 
drive less than 50 miles/day and live in a qualified zip code you can get an 
extremely high 
dhttp://thirdpartyoffers.juno.com/TGL3141/562b6892a2ccf689275b8st03vuc___Search
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KR> Plane confusion

[billjacobs...@yahoo.com]

I know,Give me one and you wont have an issue ?Honestly i wish i had that 
proble.Put a Hula girl on one dash.Take care and good luck
Bill Jacobs


-- Original message--From: Mike Stirewalt via KRnet Date: Sat, Oct 24, 
2015 8:25 PMTo: krnet at list.krnet.org;Cc: laser147 at juno.com;Subject:KR> 
Plane confusionIt's becoming a problem, more so as I get older. I've pulled the 
planeout of the hangar and taxiied down the ramp to the entrance to thetaxiway 
and realize, too late in some cases, that I'm not flying aGriffon-powered Mark 
XIV Spitfire. I'm actually at the controls of myGP2180-powered KR-1?. The two 
planes are so strikingly alike thatconfusing the two is causing me occasional 
embarrassment when I'm callingground or the tower and get as far as 
"Experimental . . . . . uh, standby please." I get no further because I don't 
have a quick way to identifywhich airplane I'm flying that day. I have the 
registration numbersmemorized of course but figuring out which plane I'm flying 
is theproblem. How do others on the forum handle this dilemma? I'm sure I'm 
notthe only one this happens to. It's easy to get them confused. The propsturn 
the same direction. The airfoils are the same. The airframes areboth made of 
wood and the tails both sit on the ground. Really, unlessyou're outside and 
looking at them side by side, how do you tell? You'dthink I would be able to 
hear the difference in engine sound except myHalo headset is so efficient at 
blocking external sounds I really can'thear anything except the radio. Yes, the 
N numbers are placarded just infront of me on the panel but I often don't think 
quickly enough to look.When I'm sitting there in a quandry and the tower is 
waiting for me togive them more information, if I could remind myself in some 
quick andfoolproof way that I don't actually own a Mark XIV Spitfire, that 
wouldat least help. However, in the heat of operations, when I'm under 
suchpressure and stress, I get confused as to whether I do or I don't own aMark 
XIV Griffon-powered Spitfire. As we Baby Boomers age, NextGen is arriving just 
in time. With allcommunications by automated datalink, aircraft ID will not be 
dependentupon the pilot remembering which plane he's flying. So that'll be a 
bigrelief. Until then though, what little tricks/memnonics/etc. do you guysuse 
to avoid this kind of confusion? Thanks, 
MikeKSEEAmerican 
Express TravelGet the Lowest Hotel Rate Guaranteed at Amextravel.com. Terms 
Apply.http://thirdpartyoffers.juno.com/TGL3141/562c2121f15f421214619st04vuc___Search
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KR> Inexpensive ADS-B

[billjacobs...@yahoo.com]

If anyone could provide a link to the info it would be much 
appreciated.Many thanks?
Bill Jacobs


-- Original message--From: Chris Prata via KRnetDate: Thu, Oct 22, 2015 
1:25 PMTo: KRnet;Cc: Chris Prata;Subject:Re: KR> Inexpensive ADS-BI may as well 
put in for it too. This has me curious. Thanks!> Date: Wed, 21 Oct 2015 
21:32:55 -0500> To: krnet at list.krnet.org> Subject: Re: KR> Inexpensive 
ADS-B> From: krnet at list.krnet.org> CC: pshows at bayspringstel.net> > I 
would like to have the info if you could send me a copy also thanks.> > IHS 
PaTS> Seminary MS> > > On Oct 20, 2015, at 21:22, kgartrell74 via KRnet  
wrote:> > > > I tried this evening to post a step-by-step description and one 
low> > resolution picture of my setup. Went to Admin for approval before  (if) 
it> > goes on to the thread. If you wish, I will be happy to text you info and> 
> pictures. Sad that I can't seem to share with the group. 806.220.7027> > On 
Oct 20, 2015 9:09 PM, "bjoenunley via KRnet" > > wrote:> >  
 ___Search the 
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KR> Lithium Batteries

[billjacobs...@yahoo.com]

Agreed. The navy used lithium batteries in buoys anly because when a 
catastrophic failure results they are 500 feet under the sea.
Bill Jacobs


-- Original message--From: Tony King via KRnet Date: Thu, Oct 15, 2015 
11:13 PMTo: KRnet;Cc: Tony King;Subject:KR> Lithium BatteriesLithium batteries 
make great starter batteries because they are capable ofmuch higher discharge 
rates than lead acid batteries for a given amount ofenergy stored.  This one of 
the factors that enables users to install amuch lighter lithium battery than 
the lead acid equivalent - a 10AH lithiumbattery might have the same cranking 
performance as a 20AH lead acidbattery.Lithium batteries also have other 
characteristics that need to beunderstood and accounted for in the electrical 
design.  For example, wherea lead acid battery has a fairly smooth discharge 
curve (in that the outputvoltage decreases somewhat linearly as the battery 
discharges), thedischarge curve for the typical lithium battery has a very 
sharp drop offonce it discharges beyond a certain point.  One minute it'll be 
deliveringenough voltage and the next it won't.This, combined with the smaller 
amp hours rating for a given crankingperformance (a lithium battery capable of 
cranking say an O-200 will haveless amp hours than a lead acid battery capable 
of cranking the sameengine), makes a lithium battery quite a different 
proposition as a backupbattery.A further consideration is that lithium 
batteries are damaged by bothover-voltage and under-voltage.  A couple of 
incidents will illustrate.A friend of mine installed a lithium battery in his 
Zenith CH200.  One daywhen he went to fly he found the master had been left on 
and the batterywas flat.  He checked the aircraft throroughly and then hand 
propped it.He confirmed everything was normal, the alternator was charging and 
thentook off.  15 minutes later (at 4,500ft) the cabin filled with acridfumes.  
He was able to get the canopy open and perform a forced landing ina field.  
Analysis showed the lithium battery had been damaged by thecomplete discharge 
and reacted badly to being recharged.  He was lucky.Less fortunate was the 
pilot of a LSA seaplane where a lithium batterycaught fire in flight (less than 
an hour after it was installed) and meltedthe epoxy/carbon fibre tailboom.  
Research into this incident indicates anissue with lithium batteries in 
electrical systems that use PWM (pulsewidth modulation) voltage regulators 
(e.g. most Rotax andautomotive installations).When exposed to voltages above 
about 14.6 volts lithium batteries start todevelop little crystals inside that 
can short circuit the cathode andanode.  When enough of these build up the 
battery will experience acatastrophic failure.Alternators produce something 
like 22 volts peak.  This is rectified andthen 'regulated' (in a PWM system) by 
switching the voltage on and off toproduce a waveform that averages the 
required voltage - usually 13.8V, asuitable voltage for charging a lead acid 
battery that's nominally 12V.The problem is that while the waveform coming out 
of the regulator isnominally 13.8V (and averaged over time actually is 13.8V), 
at any instantin time it could be any voltage in the range from zero to the 
peak voltageof the alternator (around 22V).  Whenever it's over 14.6V it'll be 
doingdamage if there's a lithium battery in the system.  Lead acid 
batteriestolerate this method of regulation.  Lithium batteries much less so.  
Themore damage (those little crystals) that accumulates the greater 
thelikelihood of a catastrophic failure.In many cases people have used these 
batteries with no dramas - I hadone in my (Rotax powered) aircraft for 70 hours 
of incident free flying.But that was before I knew what I know now.Although 
these batteries are marketed as a drop in replacement for the leadacid 
batteries that are standard in many recreational vehicles, thedifferences can 
be significant - especially in an aircraft.  I'd now onlyuse a lithium battery 
if the charging system can never produce avoltage higher than 14.6V.  And if 
the battery was ever fully discharged(e.g. by leaving the master on) it'd be 
going in the disposal 
bin.Cheers,Tony___Search the KRnet 
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KR> First flight

[billjacobs...@yahoo.com]

Excellent news. Congratulations?
Bill Jacobs


-- Original message--From: Robert Pesak via KRnet Date: Mon, Oct 12, 
2015 9:54 AMTo: KRnet at list krnet. org;Cc: Robert Pesak;Subject:KR> First 
flightHi everyone,?I made my first flight yesterday and approximately 1:30 
p.m. I guess now I can a log one takeoff and one landing.Sent via the Samsung 
GALAXY S? 5, an AT 4G LTE 
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KR> Molex connectors

[billjacobs...@yahoo.com]

Use a magnifier numbers are on one end
Bill Jacobs


-- Original message--From: Paul VISK via KRnet Date: Wed, Oct 7, 2015 
12:32 AMTo: KR EMAIL BOARD;Cc: Paul VISK;Subject:KR> Molex connectorsI bought a 
couple of molex connectors to practice making the crimps. ? Can anyone see 
these pin numbers that are supposed to be on this plugs? ?I sure can't. ?Is 
there a better brand that your able to see the numbers.Paul ViskBelleville 
Il618-406-4705___Search the KRnet 
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KR> 2015 Gathering "winners"

[billjacobs...@yahoo.com]

Mark,You are truly an inspiration.Thanks
Bill Jacobs


-- Original message--From: Mark Langford via KRnet Date: Thu, Sep 17, 
2015 1:15 PMTo: KRnet;Cc: ml at n56ml.com;Subject:Re: KR> 2015 Gathering 
"winners"Jeff Scott wrote:"You guys that hung out at home or flew commercial 
and left your KRssitting in the hangar are really missing out on some great 
experiences."I'm with you brother.  You know (although some may not) my 
excuse...aconnecting rod stuck through the top of my VW engine case.  I was 
reallylooking forward to the trip...more like five "regular" trips spread 
overtwo days, but it'll have to wait until the next "out-west" Gathering.  Idid 
a little figuring a few months ago, and the fuel cost alone wasgoing to be 
around $1500, which is about double what the airline ticketcost me a month in 
advance.  I'd always thought of airliners as aluminumtube time machines, but 
"sewer pipes with wings" comes a lot closer!I worked on the Gathering photos 
some last night (something like 800 ofthem), and it's going to take some time 
to sift through them for thegood ones and title them all.  It's not a trivial 
effort, but I hope toknock it out this weekend.  I will answer the question of 
"who won what"though.  Jeff Scott won Best Firewall Forward and Greatest 
DistanceFlown, as well as the coveted People's Choice award, while Kim 
Neibauerwon Best Paint, Best Interior and Panel, and Best Judged.   Kim's 
planeis newly minted, so he definitely had an advantage, and kudos for himfor 
flying out from Colorado with so few hours under his belt. RogerBulla's plane 
was a close third in many respects, but maybe next time. I do applaud Dan and 
John for running a great Gathering, and I welcomedthe change of venue. As for 
N891JF, I've ordered just about everything it's going to take to"rebuild" it, 
although it will essentially be an entirely new engine,except the sheet metal 
that goes under the cylinders...Mark Langford, Harvest, ALML "at" 
N56ML.comwww.N56ML.com ___Search 
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KR> KR stuf

[billjacobs...@yahoo.com]

Good morning Pat,Yes, i would be interested. Can you give me?The status of 
the KRs? Who built them? Wht stages are they in? And maybe pictures and a 
ballpark ?figure on price?Again, thank you very much for the reply!Bill Jacobs


-- Original message--From: PatS via KRnet Date: Sat, Sep 12, 2015 10:35 
PMTo: billjacobs386 at yahoo.com via KRnet;Cc: PatS;Subject:KR> KR stufBill:  
My name is Pat shows, I live just north of Hattiesburg MS.  I have had to give 
up on my pursuit of building a dream machine, I have two KR and A Lancair 235 
project for sale.  I would like to invite you to stop by on your way to 
Louisiana if it is not too inconvenient.I also have an assortment of parts. 
 If you are interested let know.IHS PaTSSeminary 
MS___Search the KRnet Archives at 
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KR> KR Organization?

[billjacobs...@yahoo.com]

Thank you very much Joe I appreciate the hospitality. There is a guy in 
Louisiana with corvair engine parts that i may have to make a road trip for. If 
so ill take you up on the offer!Thanks again,Bill Jacobs


-- Original message--From: bjoenunley via KRnet Date: Fri, Sep 11, 2015 
10:50 PMTo: KRnet;Cc: bjoenunley;Subject:Re: KR> KR Organization?Hi 
Bill,Welcome to the club. ?I have tailwheel, brakes, and an engine left to 
install on my KR2. ?I live in Crestview Florida. ?You are welcome to come visit 
anytime. ?This group is awesome and very helpful.I will see you at the 
airport.Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker 
Florida? Original message From: "billjacobs386 at yahoo.com via 
KRnet"  Date: 09/11/2015  5:24 PM  (GMT-06:00) To: krnet at list.krnet.org Cc: 
billjacobs386 at yahoo.com Subject: Re: KR> KR Organization? ??? Hi there,I 
have been observing from the sidelines and would like to become involved in 
this group and really dont know where to start??Are there any active members 
near Daytona beach?I haven't built or flown anything yet. My work background is 
that of an engineering design technologist. And I work for a military 
contractor. I turned 62 in June, and have a little under 4 years before 
retirement. I have been involved with mopar ?muscle cars since high school.I 
have started collecting parts to build a corvair flight engine. Not knowing in 
what type of aircraft it will end up being placed in.?I believe it will be a 
KR2S.Thanks for listening.Bill 
Jacobs___Search the KRnet Archives 
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KR> KR Organization?

[billjacobs...@yahoo.com]

Hi there,I have been observing from the sidelines and would like to become 
involved in this group and really dont know where to start??Are there any 
active members near Daytona beach?I haven't built or flown anything yet. My 
work background is that of an engineering design technologist. And I work for a 
military contractor. I turned 62 in June, and have a little under 4 years 
before retirement. I have been involved with mopar ?muscle cars since high 
school.I have started collecting parts to build a corvair flight engine. Not 
knowing in what type of aircraft it will end up being placed in.?I believe it 
will be a KR2S.Thanks for listening.
Bill Jacobs


-- Original message--From: Chris Kinnaman via KRnetDate: Fri, Sep 11, 
2015 5:33 PMTo: KRnet;Cc: Chris Kinnaman;Subject:KR> KR Organization?Just a 
couple of observations, helped along by my involvement and experience over the 
past 48 years with aviation folks in general and specifically homebuilders and 
EAA chapters.1. There are a lot of enthusiastic people who will jump at the 
chance to get things moving and get things done. This is great! There are 
innumerable details that need to be addressed when putting on an event such as 
a fly-in, pancake breakfast, YE rally, or KR gathering. Having the ability to 
delegate tasks to one, two, or a crew of willing workers usually takes care of 
that stuff quickly and efficiently.2. As individuals finish their projects and 
they move from being builders into the realm of owners and pilots, most will 
move away from being willing to take on the tasks they had performed in the 
recent past at events such as this. There will be some who remain, ready to do 
what needs to be done to pull off the event. These people are like gold! 
Experience is incredibly valuable in the field of volunteering. The way to keep 
these people is to treat them well, never taking their contributions for 
granted.3. Some leadership or steering is adviseable, if for no other reasons 
than to get the ball rolling year-to-year and to be a repository for wisdom & 
experience gathered from previous events. This doesn't have to be a formal 
organizational structure, not club, not association, not 501c3, just a 
responsive individual or team who will see to it that the event planning is 
taking place and the event runs as it should. The fact is, the majority of us 
have plenty to do with families and jobs and we have a hard enough time getting 
everyday life out of the way enough to pursue our aviation interests. It 
doesn't make sense to have everyone connected with KRnet a decision maker re: 
Gatherings. We have to trust that those who either step up or are nominated to 
the task do the right thing. The important factor is that if we keep it simple, 
that is, no formal organizational structure, then everybody who performs these 
functions gets to do it in their own style. That necessarily means one event 
may not look like another year-to-year, and expectations about anybody's 
actions may not be fulfilled.I haven't been following KRnet all that long so 
I'm guessing here, but from what I've heard, seen, and read there have been no 
trainwrecks as far as the gatherings go. I know some details persist after, 
sometimes long after, an event has ended. Homebuilders are pretty good at 
addressing details. I'm confident any issues regarding the most recent 
gathering will be resolved in a positive manner.Thanks, my $.02Chris 
Kinnaman___Search the KRnet 
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KR> Not pilots, but have a structural question for a KR2S

[billjacobs...@yahoo.com]

Not off hand, but someone may know of a source. I have seen KR,s that have 
been left outside to the point where they are only wall hanging material. Maybe 
someone reading this knows??Good luck
Bill Jacobs


-- Original message--From: inquire via KRnet Date: Sun, Sep 6, 2015 
9:49 PMTo: krnet at list.krnet.org;Cc: inquire;Subject:Re: KR> Not pilots, but 
have a structural question for a KR2SDo you know where one like this could be 
found?Stephen Teel -Original Message-From: billjacobs386 at yahoo.com 
via KRnet To: krnet Cc: billjacobs386 Sent: Sun, Sep 6, 2015 5:50 pmSubject: 
Re: KR> Not pilots, but have a structural question for a KR2SMaybe trade it 
for a non functioning look a like. Aka. Standin.Bill Jacobs-- Original 
message--From: inquire via KRnet Date:Sun, Sep 6, 2015 6:43 PMTo: krnet at 
list.krnet.org;Cc: inquire;Subject:Re: KR> Notpilots, but have a structural 
question for a KR2SThanks Tony.  The mounting willhave to be outdoors, what can 
we do to protect the composite, and how long untilthe damage starts to go 
beyond easily reparable in this north Texas climate? Wewill do no irreparable 
damage.  -Original Message-From: Tony King viaKRnet To: KRnet Cc: Tony 
King Sent: Sun, Sep 6, 2015 5:25 pmSubject: Re: KR> Notpilots, but have a 
structural question for a KR2SIf you came up with a structurethat had the 
aircraft still sitting onitslanding gear (or with brackets of somesort attached 
to the axles)you'dhave to expect it wouldn't do any damage to theaircraft.  
Anarrangementthat somehow attached to the upper landing gear 
mountpointsprobably wouldwork OK as well, but would be much harder to 
implementwithoutat leastminor (repairable) damage.You could pote ntially hang 
it fromthewing attach fittings and tailwheelas well.  There's a gap between 
theouterwing panel and the centre section(which may have a gap seal over it) 
whereacable could be attached.  Thefront WAFs are probably pretty close to 
thecentreof gravity though, so asandbag somewhere down the back might be a 
goodidea inthat case.Also keep in mind that the composite construction 
doesn'tage well ifit'ssituated outdoors.Cheers,TonyOn 7 September 2015at 07:11, 
inquire via KRnetwrote: Helloto All,>> Per the subject line, we are not 
pilots, and untilrecently hadno> knowledge of this beautiful plane. We do 
however, have anappreciationfor> beautiful, cool design in anything. Don't know 
if oursituation/questionis> unique for any of you or not.>> We have acquired, 
we weretold,   a complete KR2S built by Kenneth> Rand(no engine). We would 
love todisplaythis piece of art and for it to> attract attention to, and entry 
into,ourartist's co-op in an historic> dist rict of McKinney, TX. We will do 
NOdamagethis plane in any display> decision that we reach. We would like 
todisplay itas one would a model> plane on a desk or shelf, and so that no 
onecould sitor place their> children on it.> We would, of course, display a 
historyofthe plane to educate visitors.> Our question is: are there 
structurallysafeways to mount this plane in> that manner?>> Your response is 
eagerlyawaitedby us both,> Stephen & Jeannette Teel,> 1408 
MarigoldDrive>214-797-1729>>___>
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