KR> Jose Luis....bienvenido!
Buenos dias Jose LuisBienvenido a la casa de KR! Me llamo Guillermo Clapp y you tengo el KR2S N41768. Hay fotos y literatura acerca de mi avion y de mi mismo por el internet. Desde joven yo he hablado espanol, como he vivido en Colombia y Ecuador, y otro paises. Espero que nosotros podemos ser de buen ayuda a usted y a su proyecto.Con deligencia y aprendiendo todo que se puede yo se que vas a lograr su meta de tener y pilotiar su propio avion. Que Dios le bendiga. Guillermo
KR> Web page - how to? PVC fuel tanks info
I know this is a little off the beaten KR path - but what would be the best (easiest) way for me to build a web page up to show some intesting KR stuff for yall to look at? If you have suggestions as far as a program or info I can use...I can learn any of it but remember that the last computer class I took was in 1985 and it was in "Basic" Reason why? After some interest in my PVC fuel tanks and some of the critisism I had when first proposing the idea I wanted to document some of the information and show you a tank installation. I am in the middle of installing dual tanks (like mine) into Glenda McElwee's KR2 for her and thought it a good oppotunity to show you.Some naysayers said that it would not work but it has been 24 months and 365 flight hours or 1500 gallons since I first put fuel into my dual 4" PVC tanks and the only leak Ive ever had is from the "aircraft" fuel drain oring on one of the tubes. (just some trash in it) The tanks have had fuel in them almost the entire time. The simplicity of installation and cost effectivness make it something one could add after theyve built their wings. The web idea would make a pictoral demonstration ideal for those interested in how its done. The other question I often am asked is about speed brakes and Ide like to show that installation as well. Hope to get good advise... Bill and 41768
KR> Web page - how to? PVC fuel tanks info
The tubes have the standard PVC caps epoxied on. then drill and tap the caps for the AN fittings. I will try to get pics up for them... Bill
KR> engine out
Hey Joe - good to hear the engine ran fine. My guesstrash in the points or maybe a hot coil - next tiem (hopefully not) check your secondary coil. On testing I once had the A side not work and found dirt on the points - cleaned them and was back in business. Fly light the first few times (better climb and all that) and plan emergency landing procedure to get confidence back in your system. I have no doubt youll be fine. Bill
KR> Emergency Landing
Good job Joe! A reminder that safety in aviation is not the absense of parts breaking or "bulletproof" engines (because there arent any!) but on having a plan of action on how to deal with a variety of emergency situations. Any idea how many simulator hours are spend with the commercial guys on practicing emergency situations? A reminder about departures. I, for one, treat departures differently depending on the airstrip. I rarely, if ever, so straight out departures anymore. At my field, KVLD, the main strip is 7500' lond with two other 3500' strips set up like a triangle. On any departure from that airstrip I can shut the engien off anytime after rolling out and make a safe landing. The Corvair and Kr setup allows me to return to the field anytime after departure if I use a steep climb to 1000' (100mph) and then settle into a cruise climb (130mph). This is at empty (no passenger) WIth a passenger I will circle the field once or do S turns on climb out to gain another 1000' or so. The climb outperforms the glide distance. On a short field - 2500 or less grass - for example, I will do a high performance climb - 80 mph to 300 ' above field and then begin a crosswind turn - normally this is about 3/4 down the strip - I can make the end of the strip in case of engine out but I have started a turn to come back and land. Ive seen many people climb straight out of a small field and only been climbing at 500'/min - not too safe in my book. The object is to know your airplanes performance and build up your safety margins and practices to be as prepared as possible. For the last note...Have your airplane prepared and airworthy, have your procedure learned and practiced, and - do go to church. Have your soul prepared as well. I am not afraid to die - I am ready - but I also dont have a death wish. I trust that the good Lord has more for me to do as well. I fly because I enjoy it and love it. My dad would always say when we would land and get in the car for the ride home "now the dangerous part of the journey begins." Cars are more hazardous to your health. Ive yet to be passed by one while flying. Well, enough preaching - Joe - Well done - (rod bearing from my take on it but let us know) - get it together by the Gathering though - if you need help - holler! Bill and N41768
KR> Day at WW -How many Corvairs have you flown?
Today I flew down to WIlliam Wyyne's at FLYCORVAIR.com in Edgewater FL do a little photo shoot stuff with the Hanger gang down there. A cool video will be coming your way soon to anybody interested. (for a nominal fee). When I arrived at 1030 am Dan Weesman and Gus had been out flying and tearing up the sky as normal. Grace (Williams wife - married one year July 4th!) flew around with Dan and reportedly had a great time. I also gave Grace a ride in the KR. After landing it was discovered that Grace Wynne has probably been in more Corvair powered aircraft than anybody else. I have flown five (Skycoupe, Phils 601, Williams 601, Mark Langford's KR2S, and my KR2S) - But Grace has been in seven! Two pietenpol, two 601's, Dan's Cleanex, Dave (the Bear) Wagabond, and my KR. So congrats to her. I flew back this evening under beautiful still skies. It was a nice day. 360hr+ and loving it.. Bill and N41768
KR> post mortum
Lets go though a couple checks... 1) DOES THE PROP GO THROUGH 360 DEGREES OF ROTATION? If it does then maybe you didnt have sudden stoppage but perhaps a failure in the ignition circuit - did you try #2 coil ? You could have trash on your #1 points... 2) If the prop does go through all 360 degrees - you can remove one bearing cap at a time and check bearing wear on the rods - just for kicks. 3) If the prop does not turn all the way though 360 but most of the way then I suspect a valve. 4) In the ignition circuit check your rotor that it is still good - Ive seen some bad one on cars before... 5) Remember the three things required for ignition - air-fuel-spark - perform elimination tests from simple to more complex - done tear the engine apart because of a bad coil wire (for example) 6) Fuel filter/lines for trash? 7-10) You know enough to do some general checks so why am I here? Hope you figure it outCall me if need be 229-506-7741. Bill and 41768
KR> Some words of comfort about Oshkosh and encoragements
Over the last couple weeks I have read a couple posts abour the upcoming Oshkosh and I have a couple things to say regarding "the greatest show on earth" 1) If you can go - GO! especially any of you KR guys - dont be frightened by the size and how busy it is. Get aquainted with the Notam and procedures and you will have not problem. If you wish to be comforted - maybe we will join up at Mark Jone's place and go as a group. That is always cool! It is a great experience that you wont forget. 2) There were rumblings on the internet about how unfair it was that Oshkosh was providing special parking for Cessna and wont for the KR guys. Here are a couple suggestions and pointers. Dont be hard on these EAA guys - most are volunteers and the few paid people that are responsible have a lot of issues to juggle to make this thing work. Parking for special groups is not a major concern, saftely and organization is. For those who dont like the fact that special parking for KRs isnt provided, may I inform you that last year I was given very special parking on behalf of EAA without asking for it. Tey heard about my plane and called me and tole me to inform them when I landed to request HQ when taxing in. I was parked right in front of the Homebuilt Headquarters and they had signs made up with my name and stats of the plane ready for display. It was so cool to get royal treatment on my first fly-in to Oshkosh that I wont ever forget. They worked hard to make that a possibility. They majority of spots in the Homebuilt section is "first come/first served" but there are some planes that are actually parked in other sections to give the public a variety of planes to look at in the Homebuilt section. For example: you know that if "first come/firstserved" was strictly held to that the entire Homebuilt section would probably be filled up with RV's I believe there were several hundred there last year...but only a few were in the Homebuilt section. The EAA staff purposely parks most farther away in another field due to the glut of RV's. This hold true to most commercial planes as well. The fact that only a few KRs come in allow us to park in the homebuilt area, and if we all fly it together chances are we can be parked as a group. I think EAA tries their best with the available slots and all the demands on them to make this the best show they can for the public. 3) I have been to Oshkosh many times but this (Lord willing) will be the second with N41768. Being there with your own plane is unlike any other experience. The people you meet are great and the whole atmosphere is electric. Make sure to take the time to visit and smell the roses a little. There is a lot to see. Yes, it is very commercialized but there is still plenty of the original EAA motto around "Learn, Build, and FLY". Some people have said they wont go because so much of that aspect of EAA is gone out of Oshkosh but it isnt their fault if "WE" dont show up. Look at the videos of Oshkosh in the 70 and 80s. It was filled with lots of guys (and gals) like us - we are still around - we just need to show up and let the public know that we are still out there. Just food for thought.. See you there! Bill and N41768
KR> Nose gear failures
I dont think I'll EVER have a nose gear failure on mine. My plane was built correctly!.Bill and 41768
FW: KR> OSH / KR Mini Gathering
Count me in Mark - Bill
KR> Decorative plastic strips
Just as a bit of information on my Kr - the red is painted on (candy apple three stage) with a clear coat. The only sticker are the N numbers on the tail. A little work to tape and paint but as a body guy it was easy. Bill Clapp
KR> Frasca and beyond....
I got there a little late - but I did get there. I flew into Frasca about 11:15 or so because of bad weather in Tennessee that I had to wait for. Mark J. and Mark L. had already performed the Corvair services and I heard that there were plenty of people in the congregation. It was nice to see Larry Flesner, Cleone Markwell and a few other KR or Corvair people. I stayed around and talked Corvair stuff with several converts and sold a couple Corvair manuals . The other Kr guys bugged out about 230 or so because weather was going to get bad at their homes. I stayed and got to see the P-40 and the Spitfire fly - WOW! It was nothing like Oshkosh. These guys did 300mph passes right in front of us - what a sound! They did a little formation flying and showed off some. Quite a sight. Rudy Frasca passed a hat to collect funds for his fuel bill. The P-40 burns 38 an hour in cruise and 110gal/hr at full throtttle.He burned more in that 45 minutes than in my whole flight from Valdosta GA. But it was great. I left shortly after the air show and headed off to Cleone Markwell's in Casey,IL to help him out for a couple days with his airplane, a Zenith 601HD. We had it pretty well ready for flight when I left this morning. I flew to Auborn, AL to inspect Steve Philabaum's KR2S (one sweet ship going together) and then headed home. I got in about 7:00 pm local. Yes, these little time machines are fun. I logged about 9 hours on the trip to Urbana and back - not too shabby. Now down to a little bit of work and paying bills..life goes on.. Keep building - Fly safe Bill and N41768 Valdosta, Ga
KR> New info - magazine?
Just a little note - I will be cancelling my AOL account and my new email will be _IFLYKRS@yahoo.com_ (mailto:ifly...@yahoo.com)for now. So if you need to write me - send it there. What was this about my plane being in Kitplanes? Is this true? If so - Ill have to get a copy. There was a three page spread in Sportmans Pilot on 41768 last year. It will be nice to add another mag to the pile. Hope it is worth reading. I am planning to be in Urbana - Frasca field on Saturday for the fly in. I will have Flycorvair manuals, some DVDs about engine dissassembly and some of the new Zenith 601 installation manual intros. I will be doing a little speal with Mark Langford about the Corvair as well. Hope some will show up. Fly Safe guys! Bill Clapp and N41768 Valdosta GA
KR> New info - magazine?
Ill try to get to Frasca tomorrow night - mid afternoon. Time enough to find a hotel. If weather is bad Ill get as far as I can and spend the night. Let you know more once I check the weather.Bill
KR> Frasca flyin
Thanks for the offer Larry - always a pleasure to be with you and your wife. Dont be surprised if I drop in on you. Are you planning to go to Frasca as well? If weather is good it should be a smooth 3.5 hours to your door. Hope to make it in afternoon - or all the way. Ill decide tomorrow. If you are planning to fly up to Frasca maybe Mark, you, and I can fly together? Bill
KR> SAA Flyin
I may be able to make it up there in WW stead...I have manuals and other FLYCORVAIR products and can do forum. I hope that I can do the trip. I will be talking to WW in the next couple days to see if I will go and take more stuff for him. ANY help is appreciated (thanks Mark!) My plan is to be up there Friday afternoon or Sat morning. Plane is set to go...just raise some money for fuel...Have been busy at the shop lately. If anybody is interested in the corvair it will be a good place to meet and see one. See ya there Bill and 41768
KR> Update-reply
Hey Joe - I would set your EIS oil pressure to 20 psi - idle pressure. If you get 20 at hot idle that is very good - cruise should be around 45 psi. Sounds like your having fun - me too - just love flying ! Bill and 41768
KR> William Wynne
Not to toot my own horn but fly a corvair after flying a VW and you will see why we corvair folk are patient when it comes to W.W. Steve Bennett makes a good product and has been in the business for a very long time and has been able to manufacture and produce his stuff. W.W. is just in the beginning stages of this. Give W.W. a couple years and I am sure you will see a smoother running machine (as far as business and output). I love the corvair motor and W.W.'s attitude about it being a "movement" where people are more involved in the development and production of their own product. I know W.W. goes out of his way to educate people with his manuals, internet site, colleges and such. Most, if not all, other suppliers of engine parts and complete engines are only suppliers with very little direct contact with their customer other than the passing of a check. W.W. like the approach of educating his customers about their product and teaching them to build and maintain it with a thorough understanding of how and why it works. "Learn, build , fly" is the original EAA motto and W.W. believes in it and it shows in how he approaches the corvair engine. It may not be to everyones liking, but that is okay. There are other engine manufacterers out there for those who desire to send a check and get an engine in the mail. There are some gains to the method of the corvair that have won me hours of great flying and a lot of new friends that I never would have met otherwise. In this new age of instant gratification I can see where people like the fact that their item is at the door the next day, but patience is required when working with a very small company with limited production. Believe me, the corvair is worth the wait. Keep building guys - your reward is at hand! Bill and 41768 - 350 hours...FUN!
KR> Barber Airport visit
So, I am finally back home after a nice visit to Ohio for the Corvair get together at Barber Field in Alliance Ohio. I left out Friday morning and got as far a Parkersburg WV where the weather stopped me. Elaine and I spent the night at Holiday Inn - pool and all for Elaine you know.We left out Saturday morning and the weather was great! Flew up to Miller field next to Barber field since the sod was wet at Barber. After checking out the sod and giving it a bit of time to dry off I went back and got the plane from Miller and flew into Barber for all to see. Several Corvair cars showed up and a few guys interested in the Corvair engine conversion. Kip and Pete were the hosts and were more than hospitable. Forest (local in charge) was great about getting the field ready for the KR. We had a good time - pancake breakfast, bean lunch and all. I did a little forum on behalf of William Wynne and found most of the guys well informed about building their corvair engines. In the afternoon I gave the guys a few fly-bys for that "Corvair Rush". Elaine and I spent the evening with Pete Klapp and enjoyed his hospitality. Sunday was spent with my Aunt and Uncle that live in Cayahoga Falls up the road. So after the family visits and waiting for better weather, Ealiane and I left out of Kent State U. airport at 11am.Spent an hour and a half in Big Sandy, Kentucky for lunh (good steak) and then made Valdosta at about 6pm. It was a fun and eventful trip. Time in flight @13 hours total and 73 gallons burned. Thats about 5.5/hr or so. I lost a lot of time on the trip up trying to skirt weather and find a hole north before giving up and staying in Parkersburg, but the trip back was about right - about 4.5 hours of flight time direct. Its so cool to leave Ohio just before lunch - have lunch in Kentucky and make the Florida state line by 6 pm - SO - I am tired and ready to get to back but greatful that I am home safe and did not have to drive! Happy flying guys - you others .get your planes done! Bill Clapp and 41768
KR> Back from MO
I just spent the last week on a very interesting trip with William Wynne and his wife Grace. We traveled to Mexico, MO for the Zenith Open House and Corvair get together. I met a lot of new people and saw some old faces as well. William did his speech and talked shop with a lot of new builders and interested customers. Had a good time with the Zenith crew and got a good look at their facilities and method of production. Afterwards we traveled to Casey IL to work on Cleone Markwell's 601. We installed the New 2700 with a nitrided crank and got it up an running. Had supper with Cleone and his lovely wife. Very nice and decent people. The kind you want for neighbors and friends. Finnaly made it back home yesterday. Very tired but with a good sense of accomplishment. Now Im back at work on the VWs that I need to finish up. My plans are to fly up to Alliance Ohio to be the Corvair Authority's spokesperson for the weekend. I hope to meet with a lot of you - new and old friends. A couplle other corvair powered airplanes plan to be there as well. It should be a good weekend. Bring a friend and anyone interested in aviation and especially the corvair. Back to work - cars to build - plane to design - some flying to do - biannual to complete.it goes on. Bill and N41768 - Valdosta GA
KR> instrument panel
3$ pice of birch ply from Home Depot. Instrument hole cut with hole saw - tint to look like mahogany/rosewood. 4 Coats of clearcheap and easy - looks good. Check it out on N41768...Bill
KR> Spar wood
Hey guys, Since I dont have a set of plans, can anybody tell me what wood I would need to order to build a set of KR2S spars - The center ones, front and rear. The only difference is that they will be 10 feet long - the outboard spars will be standard length. I plan to build the 18% new airfoil so will be 8" tall I believe. I hope to order the wood for the center spars within the next month or two but need the info. I have a set of stock spars to get some of the measurements as far as spacing from. Thanks.Bill and 41768 - 330 hrs and counting...
KR> Spar build
Thanks for the info on spar wood guys. For those interested, I do need a center spar length that is 2 feet longer than normal. The 18% chord AS airfoil will improve the strength and load bearing necessary for my project. The Taller spar is about 20% stronger than the stock spar which will be necessary because the airplane I am designing is about 250 lbs heavier than my 2S. Instead of foam/glass on the center stub wings I am probably going to be using wood ribs and ply on the surfaces. It will be comperable in weight but stronger. The ribs may also be made out of Nomex - a carbon honeycomb material that is extremely strong and light. Many ideas but they are still on the drawing board. This will be custom built and a true experiment. More info to be coming.. Bill and 41768
KR> 80 DAYS
I plan to be there as well - I will bring Elaine along as always - Flew around today - gave a ride - much funBill
KR> 80 DAYS to OSHKOSH
SO whats so "uncivilized" about a low fly-by? Its in the KR handbook under "Mandatory manuevers". :)
KR> 80 DAYS to OSHKOSH
Owning a KR should be a sin its so fun!
KR> 5th flight of 880AB
The Kr will accellerate very quickly with no power added in a shallow dive. Speeds @ 200 are easy to achieve. That is why the KR pattern will be bigger or shallower if you dont have a good speed brake or flaps. A heavy Corvair KR and a light VW KR will have very similar numbers as far a top speed and cruise. The heavier corvair has a large advantage in climb and smoothness. My KR2S climb and cruise figures are better than my KR2 Turbo 2180 were but not by much. The climb is the most drastic improvement ( and cost) . I can also carry more weight and the CG is better. My first Kr did not have flaps or a speed brake and I had to control speeds much farther back in the pattern. My 2S with belly board I can do 200 on downwind and touchdown at 65. Much easier to control the speeds. If your concerned obout slowing down you can install a very simple belly board that will help control your speeds. Hope this helps.
KR> Speaking of videos....
Anything new from Video Bob? There should be some good video of Krs in thereStill hoping to see it soon..maybe before the next Gathering. How many days away Mark? Bill
KR> Flying -but not uneventful
Hi Joe - sounds like you had vapor lock - my aerocarb did that once when it was warm - it stuttered a bit when oil temp was over 240 on a climb out - I leveled off and once it cooled to 235 it was fine. Make sure you have a fresh air cooling tube to a box around the gascolator and put fuel line wrap (red fire sleeve stuff ) around the line to the carb. I havent ever had the engine shut down on landing but it did while taxiing at Sun n Fun last year. I enrichened the mixture a little bit and it stopped doing it. The puddle of fuel was because of the short time you had it with the mixture on - no shut off. Carb heat is not installed on mine - but I suck cowl air anyway.I have also increased the air inlet size a little bit and made the air exit a bit bigger with a ramp. Also - are you running 100 LL or 93? It makes a difference. Another trick is to retard your timing about 2 degrees. 7 degrees static - 28 full. It allows the engine to run cooler - no noticable loss in power. Just some starting points - if you need more let me know Bill - 41768
KR> Carb heat and vapor lock issue
Seems that there is some carb heat discussion - Carb heat is essential esspecially with certain carbs. My ( and I emphesize that this is MY setup) is as follows. Corvair engine with a 35mm Aerocarb, No carb heat, filter inside a plenum box inside the cowl. The engine intake air come from the warm air off the bottom of the engine near the oil pan. First - the Aerocarb is NOT suseptible to icing as other carbs are due to its design. It is very similar to the POSA and REVFLOW. An ELLISON looks very similar but IS suseptable to icing. Ive had 350 hours on the Aerocarb and the only issues Ive had were a sticky throttle (fixed with stiffer cable and not reducing to idle after flying at full throttle - a vacuum issue) and I had some vapor locking early on - not actually a carb issue but reducing heat in the cowl area. I believe that since Joe Horton has an Aerocarb and had some symptoms similar to my early vapor lock symtoms that his repairs are to be in line with reducing the cowl heat. Again - My setup - dont follow if you are not comfortable with it. Some Aeorcarb owner have a carb heat box but from what I have heard - never use it. The Aeorcarb does not operate well with ram air so steady cowl air, though warmer, work the best. Bill and 41768
KR> Somebody want to make spars? Wing attach fittings..
I may be looking for someone to make a set of spars for me. I could do it but am just putting this out for anyone interested. What I need is the following. 2 sets of outboard spars (thats 4 front and 4 rear outboard) for the 18% new airfoil. I believe they begin at 8" tall. Need to be laminated on both sides for 2S. 1 set (one front - one rear) of inboard center spars but have to be 10' long - not the 8' normal length I can provide funds or have wood shipped. Just looking for someone who may still have their table and plans still up so I dont have to build one Have a project I am currently working on to get done maybe by next years gathering - maybe sooner - and I may get some other KR guys to help out on this project. If this goes well there may be a new addition to the KR family. Depends how much time and money I can invest. It promises to be a lo of fun. Cant talk about it too much for now but if anyone can help with the above it would be helpful. Also - does anybody have a drawing for a wing attach fitting that would be a single piece on each side of the spar? It would end up as four plates for each wing - two for each spar attach joint...I may need to get some made - water jet? Hope to pick up 41768 and fly her home from Edgewater FL on Mondaymiss her already. Bill Clapp and 41768
KR> video
In a message dated 4/23/06 5:51:56 PM Pacific Daylight Time, fles...@verizon.net writes: http://www.experimentalpilots.com/anrr.wmv Cool video - Im not quite daring enough yet I guess
KR> YEEEEEEE HAAAAAAAAAAAAAAAAAAAAAAAAAAA
Good Job - flying and looking good too! I guess you figured out the knocking problem. Hope to see you soon Mark!Bill
KR> Sun 'n' Fun
Morning! No the Skycoupe was not at Sun n Fun. It needed an annual and with the limited time we had it could not be completed. There is also a question whether the fabric could pass a punch test so we opted not to spend a lot of time on it. We also have not changed the crank in that motor to a nitrided one yet...Nice to see you there...it was fun to fly for the crowd. Bill
KR> Armoural
Be careful what you read.I heard that my plane cruises at 200 and only weighs 480 lbs empty..
KR> Armoural
Come on Mark - as per reciepts at time of first flight - 7318.56 - that is actual. Borrowed radio and GPS at that time. GPS is now mine but the radio is Glendas. It can be done for that...Bill
KR> N886MJ Update
Hi Mark - Looks real good! Hope to see you flying soon.Bill
KR> Sun 'n' Fun
Glad you made it home safe - It was nice to see you there. See you at Oshkosh? Bill Clapp
KR> Sun 'n' Fun
I hope to be there for diner - whats on the menu? Bill Clapp
KR> Update - corvair
Guys - if you get a chance - look at the new FLYCORVAIR.com update and click on the photo of the 601. You will download a great little clip of a new flying corvair -- ENJOY! See you at Sun n Fun! Bill and N41768
KR> Prop update - Sensnich and Prince.....
Im giving a little update on the information I have now concerning the prop change I made recently. I wrote on a previous email that I removed my Prince p-tip 52X54 due to vibrations and replaced it with a loaner from William Wynne. The Sensich I currently have on is a 54X52 and runs very smoothly. It is a great prop and has good climb and cruise numbers but has too little pitch for the rpms I want. But, again, it is a loaner until I perform the turbo change. Upon further analysis of the Prince prop that I removed I do want to make a couple things clear. The vibrations that were being felt on the prop and the tracking problem I had were not anything to do with the manufacturing or how the prop was built. The vibration started soon after the airplane had been tied down improperly at an airport. Straps were tied around the prop itself and then to the ground. (very strong winds required this). When the straps were removed there was a section of trailing edge that was broken off from the straps. It was repaired but I believe there have been more problems internally with that prop so I have removed it from service. I had over 200 hours of flying time on it and it did a great job. I had good cruise numbers and smooth performance with it. Ihave flewn with other Prince props and never had any problems and have had excellent service from Lonnie Prince. He called today when he heard that I had had problems with the prop and was concerned for my saftey and wondered whether there was a defect but I assured him it was outside damage that caused the problem. It isnt every prop maker that would call you personally to check up on his product and I appreciate the fact that he did. I would fly behind another Prince prop again with no problems. His props are CNC'd and are outstanding. There are many good prop manufactures out there. Perhaps my prior note seemed to pick on the prop makers but I really wanted to stress to you builders to not be cheap and to buy a high quality prop. You get what you pay for. Prince makes a great prop - but not cheap - Sensnich makes a great prop - but not cheap. Spend the extra money for a good prop guys. I can only talk about these two makers because that is all I have tested. I will be testing a Sterba prop on the turbo installation to get some numbers and then testing with a Sensnich and a Prince to get more information. I will have to buy a good prop - and maybe two I appreciate those who have lent me props to do the testing to get some good numbers for you guys. We are all learning in this game boys (and girls) and the more information we learn, the better. Another aspect about props and engine is vibration. The vibration that cause me to investigate the prop was very slight. A pilot behind an 0200 or VW may never have noticed what I noticed. I have a lot more experience and time behind the corvair engine and know what a "right" feel should be. When the vibration analysis was performed Arnold said that the vibration was typical for most certified engines and props but that the majority of vibration came from the damaged prop. It was a very slight vibration and only at some rpm settings but something that I could tell was not right. Sorry to say that I dont believe more pilots could pick it up because many dont pay attention or or not entuned to their enginesagain this takes time and experience to develop. Many wait util something breaks but a lot of these issues can be caught ahead of time if you develop those skills. We have seen people flying on five cylinders (out of six) that thought their engine were running smooth...compared to an 0200 yes but not for a corvair. Learn what "right" is and then it is easier to learn when things are going wrong. Maybe this helps - I sure hope so...See you all at Sun N Fun.. Bill and N41768
KR> New Corvair plane......
Just a little note from the corvair guystake a look at the update at Flycorvair.com.You will see photos of the newest corvair airplane to fly - a Zenith 601 that belongs to Phil Maxson from New Jersey. William did the engine install and I did the polish and paint - Gus did design detail and test flights. A beautiful bird. The Hanger gang can produce some high quality work. It just takes dedication. Work hard on your birds guys and you will be flying soon. I hope this will inspire you. See you all at Sun N FunBill and 41768
KR> Sun N Fun
How many Kr guys expect to fly their KRs to Sun N Fun? 1. Me (Bill Clapp)..corvair 2. Steve Makish...corvair 3. Mark Langfordcorvair 4. Joe Hortoncorvair 5. Porgapolis PigVW So how many morelet us knowmake a fling of it.. Bill and 41768
KR> Clarification, long but worth reading.
Hi Mark - nice to hear that you are in the air again. I too replaced the crank in my engine and as did you found the process quite simple and not to costly. My crank (non - nitrided ) that was removed did not have a crack but it did have a #6 rod journal that was going bad. So although there was no crack the rod bearing would have worn out prematurely and could have caused problems. I too am grateful for the teardown and change. I now have 12 hours on the new crank and bearings. I will be removing the top cover at 50 hours and then every 100 thereafter just for a check - that is the good thing about the corvair - you can check the bottom end very easily. I agree that William has been right about this issue and has OUR best interests and safety at heart. So if there are any others out there that pu-pu Williams recomendations I advise you not to. He has a lot more experience and wisdom than some give him credit for. There continues to be further testing and proving on the corvair as should be the case and he will keep us updated and advised - and I for one will pay attention to his direction. So Mark - are you coming to Sun n Fun? If not - see you at Oshkosh!
KR> Starting over ! ? .
Which date exactly - maybe I can make it - I have a lot of prep before Sun N Fun but Ill seeBill
KR> Flyng with the Angels
My regards and condolences BobbyIt is good to hear that you were able to enjoy your Dad so much - we appreciate all you and he have done for the KR people. He will be remembered by all and your family will be in our prayers at this timeBill and the Kr family
KR> Props and such
A note about props- I just recently converted my Corvair over to the nitrided crcnkshaft that William Wynne recommends and also put stainless valves in my engine (prep for turbo). One recent change that I want to tell you about is my prop. I have had issues with my 52X54 Prince p-tip lately. At high rpms there tended to be higher vibrations than normal. I have flewn many hours behind this prop but in the last few months it has progressively worsened. While checking the traking it appeared to be within 1/16 or so with a static test but when it was running you could see that one blade was about 1/4 to 3/8 or more ahead of the other.I asked William Wynne about this so he has a friend of his - Arnold - come down to the shop while I was there and dynamically balanced the engine for me. At the first test he noted that there was significant vibration but not from crank/cam or rods (he can check this with his computer) It appeared to all be from the prop. SO I put on William's recommended Sensnich props that he has. He happened to have a 54X52 that I put on and when I ran it and did the vibration analysis the difference was VERY noticable. It runs considerably smoother. I will be having another vibration analysis and adjustment done with spinner and all attached here shortly but I just want to spread this little recommendation: Spend the extra money (it isnt much) and get a good high quality prop. There is no cause for wanting to use a cheap or unknown prop on your new engine and airplane. Like WIlliam has told me before - some guys will spend 3000 or more on a GPS or radio but wont buy a decent prop. I believe that there are enough KR guys flying behind a Sensnich to prove that their quality is superior and they build a beautiful prop. For info, The 54X52 that I have will max at 3600 at 8500 feet at full throttle. Thats 165 indicated or so. It may be a little too fine for my airplane right now but would be a good prop for a heavier KR or one with more drag. I believe that a clean KR2S with Corvair would do well with a 54X54 and a stock KR2 would be good with the 54X52.Ask around but these numbers are what William has been recommending and they have tested to be appropriate. So dont be a cheapskate...get a good prop...youll be glad you did..I am Bill and 41768
KR> Props and such
William Wynne from Flycorvair can get you one for a reasonable price. Better than what Sensnich will sell direct386-478-0396 is his number...tell him your application and he will order for you. Allow about three to four weeks for delivery..Bill
KR> Sun - N - Fun
Well, if all goes as planned I will be at Sun n Fun for the entire week.. Like last year I will be sponsering the KR and Corvair crowd. I will be helping out William Wynne and the Corvair gang and ALso be promoting KRs. According to William there should be around 8 to 12 corvair powered aircraft there...hopefully three or four KRs...I will fly 41768 there (maybe have turbo...) and also possibly Phil Maxons? Zenith 601. It sounds like it will be a good week. I also plan to have my Airstream there and maybe my Vanagon camper (if I can arrange drivers) Everything still up in air so to speak. Hope to do some flying this year..maybe give a ride or two...we shall see. Hope to see you there. Bill and 41768 Valdosta GA
KR> A little more flying
So Joe - does it fly as sweet as Mine! - Im sure it does - great fun -! Bill
KR> new airfoil wing skins
If anyone is interested I may be coming up with an easier way to make the wings yourself. It may cost the same or slightly more than a regular wing but take less time to make. More info down the road. Flew around for an hour todayHave to reinstall my gascolator blast tube...Having fun. Bill
KR> FUEL FLOW GUAGE
Ive been flying with this fuel flow gauge for the last 150 hours. It works very well and was easy to install. I dont use the fuel totalizer much but will in the future. It work well for long trips. I average @ 4.8 gph at 160 mphat 8500'.But that changes sometimes acording to conditions. I like it and recomend it. The only part I dont like is that it has barbed fittings but on the gravity system is okay - dont think I would use it on a pressure system.. Still working on the plane - I removed the left gear leg a couple days ago - remaking the wheel pants and gear leg fairing to make maintenance easier. I have a couple more days of work to do to them. Plan to be flying again shortly...Have Sun N Fun coming Any news on Gathering 05 video - DVDs?.Gathering 06 is coming up soon.. Bill Clapp and 41768 Valdosta, Ga
KR> Engines
If you are building a KR2S you may not want a real light engine. My 2S is built per plans with a Corvair and I did not have to put ballast anywhere and I could not be happier with the CG and stability. I chose the Corvair mostly for cost (Remember I only have about 2500 in the engine and 3500 firewall forward) but I enjoy building engines and the Corvair is very simple and easy to work on. Yes you can choose to spend a lot of money on a Corvair but it is not required. The choice is yours. Bill and 41768
KR> Engines
As far as payload in the 2S - I have a stock 2S with Corvair - empty weight is 710 lbs. I listed the gross at 1200 lbs. One flight I did - departure weight was @1400 and I was close to the aft CG. I had 6500 feet of runway so I could test this weight. Takeoff was smooth and normal - more sensitive on the elevator but not bad. We climbed out at 750 ft/min at this weight. Again - not bad. Flew 4 hours nonstop to Illinois for the Gathering - smooth flight. I never would have tried this with my KR2 with the VW engine (2180 turbo) but my new 2S performed flawlessly. I dont recomend flying over gross without lots of experience and knowing your airplane's capabilities. I know the rules in the UK are different though and more stingent on some of the aspect. Bill and 41768 Valdosta GA
KR> Engines, engines, engines, engines, engines, engines, engines, engines
Not so much of a big deal - just trying to help a guy out which is what the net is all about. I can understand the confusion. I came from flying a KR2 with a turbo Revemaster 2180D that my father built to building the 2S I have now. Nothing wrong with the VW engine - other than they broke cranks and the new cranks - that still broke cost about 800 dollars. I never broke a crank in the VW but did have to replace it when I found out the original was a cast crank. I was going to put a Type 4 VW in this engine untill I found out that 1) it would cost as much as an 0200 to build with the rear drive 2) the rear drives were breaking and not on flying planes at the time 3) I read Mark Langfords web page abou the type 4 and the new corvair engine.SO I purchase a 100 core engine and tore it down to see if it looked like a beefy enough engine for what I wanted and I was sold! I really liked the design and simplicity so decided to go that direction. I am an A so I could easily enough maintain any engine but made the choice to go this direction. The main reasons were for cost and for the fact that I met William Wynne and discovered a person and friend that thought like I did. He is inovative and works hard with his product. I liked the fact of being able to visit and talk with him about my plane and engine. It has been a good learning experience. Yes, this is experimental aviation, so you make wise choices and be willing to learn and grow as you build. Maybe tomorrow there will be a 150 lb 300hp engine out there that only cost 500 bucks - in my dreams...but for now we settle for a choice between some very good products. An easier way to make some of these choices is to decide what the purpose and desire of the project is. For example, I wanted the least expensive, fastest KR I could build that would climb well, get to high altittudes, be fuel efficient and easy to maintain. That is what I have. I did not want a slow, extremely fuel efficient, take out around the patch KR. I also did not want a show piece KR. I have built many show cars in my time but have more fun with the daily drivers.I do not fly my KR at low altittudes on a regular basis, it is built for cross country. So in keeping with my goals for the airplane it caused me to make those decisions. A pre built fuselage ($250), engine ($2500), prop ($300), gauges and panesl ($1200), GPS ($200).fuel tanks ($22.50)you see where I am going. Total cost of materials in my plane $7318.00 ! I kept within my goals and have the plane I wanted. It also gave me a flexible plane that is build to be adjustable, easy to modify and experiment with. So again, find out what your goals are, your capabilities, and build accordingly. Nobody would argue with you over your choice in powerplant just as over your choice in GPS.I like my Pilot III GPS beacuse it is small and simple..and only cost me $200. Others spend thousands for something more complex and modern...Fine I am happy with what I have and my budget allows for this. I have other things to spend money onKR2SS #2 and KR1 and 1966 Corvair, and 1964 Type 34, and 1957 panel vanand so on. Back to my premise of make good choices that fit the goals and move on. We want to welcome you in the air. Flying is a bigger reward than what engine or paint scheme you have. Once you are flying you realize this. Someone mentioned the other day, "Boy, people must think your rich because you own your own airplane." I said in reply that I didnt build the plane to effect what people think of me or my wealth or position in life, I built the airplane because I love to fly. Id be happier with a good flying ugly airplane than with a thing of beauty that never leaves the ground. The real beauty is in seeing a sunset from 6000' , or flying above the trees in the fall or in the winterGod's beauty. The plane give me a new perch to view it from and for that I am grateful. Bill and 41768 Valdosta, GA
KR> William
WW is working real hard right now trying to catch up on orders plus getting the fifth bearing and crank issues dealt with. I am waiting for a KR mount as well and believe me - after seeing some of other people's work and some of the mounts that William and I have had to cut apart and remake - it is well worth the wait for one of his mounts. They have been tested and mother approved! Be patient - it is well worth it. Now, if you have a well qualified TIG welder build the mount for you, stress relieve it and paint it then go ahead. There is more that goes into a mount than you may realize. Also understand that WW's mounts are designed to put your thrust and hub right where it needs to be for his KR cowl and spinner. There are a few guys flying with them now. Send WW a photo of the airplane with note saying - this is where Im at and am just waiting on a mount and Im sure you will be higher up on the schedule. A lot of people want him to build them a mount or an engine and they havent even ordered the plans or purchased a plane yet. He tends to get stuff out to those who are ready for the parts at that time. I know its not easy when you have the bug but be patient. I actually went down to the Corvair college and helped out for a couple days and the Monday after the college was over I cut all the steel for my mount and he welded it up in front of me and showed me his process of building them and the reasons why he does them a certain way. A shrude dude! Remember as well, there are 800 or more of us wanting parts and only one of himCall down and talk to him or Merle. Bill and 41768
KR> William
Please dont take this wrong or anything. I am just letting you know how things work at times. WW does not run a large warehouse with stocked up items though he wants to get to that point in the near future. All I am saying is that he works things in batches and groups. For example, he will produce 20 or 30 distibutors at one time ready for final checking - and then he will build oil pans in a batch - then build a motor - and so on. He has always been good and honest and fullfilled every order as far as I know. Maybe not as fast as some places but you will get it. An example is cowlings. then are made in oven baked molds using prepreg glass that has to be ordered and stored. To order enough glass to make it profitable for him and yet keep the cost bearable for the public he needs 8 guaranteed orders, so he has to wait until those are paid up to order the glass to make 10, he makes the profit on the last two cowlings. There isnt profit in the first group. So some stuff is done in batches like that. Yes he could make one cowling - but the price would be much higher or the quality lower. As far as mounts go I know he has jigs and does them up in batches as well. He will cut up and fit 30 trays (on one jig) for a number of mounts. Then he makes up the rest of the mounts on different jigs according to plane. Im hoping Ill get my mount soon as well for Cary's plane - paid for as well. Believe me when I say its impossible for WW to try to keep everyone happy. It doesnt happen, but he tries his best with what he has - and he does fulfil his promise to provide the parts to his customers and then also goes out of the way to provide other services as well.
KR> Engines
The Corvair is much heavier by far because of the weight of the money left in your wallet. The cost of a Jab is around 14,000 - 16,000 and very little in the way of installation support from what Ive heard. I have around 2500 now tied up in my Corvair - but that is low in comparisson to the average builder. I would figure the average Corvair builder would have about 6000-9000 Firewall forward (mount-starter-engine-prop-cowl-spinner-electrical) in their KR and William Wynne provides almost all KR conversion parts and I have flwn behind them. The one KR JAB that I know of flies well (though still slower than mine but probably due to higher drag and larger pilot) but he did say if he had to do it again that he would probably go with the JAB. The Corvair has had a couple minor problems but we talk about them openly and have a great man and shop with William Wynne to work these out and he has his doors open to people whereas JAB probably doesnt. If I were going to spend 16000 dollars on an engine I would either buy a new O200 or 4 Corvairs.weight is not a big issue - they all are similar. In regards to safety I know more about the o200 record and the Corvair than I do about the JAB. The Corvair I have now problem working on myself - very simple straight forward engine that any mechanic can work on without high tech tools or having to always depend on high priced parts from and overseas company and information that is not as readily available. Now dont take me wrong - the JAB may be a very good engine - flown within factory limits - the "fun" with the Corvair is that we can customize and push the limits (keeping safety in mind) and get the most bang for the buck. I have six Corvair engien cores at the shop and one mostly complete spare engine for my KR allready built. There is a new engine in it right now with only 4 hours on it. This one I will modify for turboCost - about 500.00 to turbo it (I was given the turbo as a gift) but I may have to pay for other things such a exhaust work and intake work. I will not be pushing this engine hard. The next engine will have fifth bearing , turbo , constant speed prop, and such. But I can work on this and not be in debt while I still fly. That is the advantage of the Corvair. The other main advantage is the information and skills you learn while building your engine. You gain new friends and an undertanding of engine design and operation that is normally lost to those who purchase a new engine in the box. If all you want to do is bolt on a fly and feel like you never have to look at the engine for 1000 hours or better - than dont fly. All engines require maintenence and are prone to breaking. The O200 has one of the best record but does require maintenance. The choice is yours. Study the individual engines, support networks, maintenance procedures and cost, cost of operation, reliability, and your own goals as far as learning and flying. Then make the best choice. Bill Clapp and 41768 Valdosta, GA
KR> Starting over ! ? .
If you are going to get rid of the KR2 spars - let me know - I am looking for a pair! Bill Clapp Valdosta GA
KR> WATER IN FUEL
Having my wing tanks made from pvc and having drains in the bottom end at the root leaves very little room for water to enter hide. I believe I can get any wing tank water out through them. The main tant is tapered so that the outlet is at the bottom even when on the ramp. My only dissadvantage is that I can only check the gascolator (mounted on firewall) when the cowl is off. As a norm I always fill the wing tanks and then pump to the header so that I can always check for water. Like I mentioned before the only time I had water was after flying in rain. That time I had the cowl of soon afterwards and got a tablespoon or so of water out of the gascolator. It hasnt happened since. I also use a funnel with a water screen in it when I fuel. It keep debris and water out. Bill and 431768 GA
KR> 10 Knots
I know that my airspeed indicator has been way off for quite a while . I have over 300 hours on the plane and this is what my AI shows. I was pretty sure it was offf when I first did stalls and slow flight and it was pegged on the low end at 40 and I was still in slow flight and not near a stall. Max in flight indicated is about 145. I checked against my GPS and it showed around 30 mph of difference. Well I just dont let my airspeed get close to 40 and my upper speeds I use my gps to figure out. I normally cruise at 135 indicated (165 actual). I just had a chance to test it against another AI to make sure it wasnt and installation error and sure enough it was of by about 32 mph. Well, I'll get another one later but for now I know how to fly with it and the error doesnt bother me. I will get it fixed before I start doing IFR approaches though. Except I dont have any other IFR equipment - oh well. Bill and 41768 - itching to go flying..working on wheel pants right now..
KR> reducing drag
Right now I am reducing drag on my plane by working on pants. 1. The wheel pants on the airplane will be cleaner and more streamline. 2. My pant size is on the way down due to long needed excersize and dieting. I hope to be down to 165 or 170 by the Gathering. I lost 8 lbs on me in the last three months and 8 lbs on the airplane when I changed the starter and alternator. I may gain a couple back with the turbo but we shall see. Bill and N41768
KR> How many flight hours before flying KR ??
Fight hours - I had about 450 in many different kinds of airplanes. 80 hours taildragger Cessna 185 time. Flying my dad's KR2 -Revmaster 2180 turbo- was no problem - only noticed real sensitivity when at gross weight. This tendancy is much better in N41768 - the KR2S. I feel that flying different airplanes will give you an edge as far as anticipating and responding to the airplane. Getting a couple flight in a KR will be invaluable as well. If you get a chance to try your hand with RC - remote control - airplanes it may also help with keeping steady hands.First flight should be done with a couple things in mind. First - be confident in you engine and plane - Initial rollout should be performed and the only thing you should check is oil pressure and RPM. KEEP YOUR EYES OUTSIDE! This is essential to keeping an accurate centerline. You may glance down at the Airspeed to insure you are achieving liftoff speed but your visual cues should be all you need. A little (again.. a little )backpressure for tri gear and wait for it to lift off. Taildragger hold a little forward elevator until the tail comes up and then transition to up elevator smoothly. As you fly off the ground, keep your eyes outside. Keep wings level and smoothly climb out - dont worry about engine gauges or VSI or anything like that. You can feel what should be right. Your ears will keep you attuned to the engine performance. Climb to pattern altitude and if everything sound and feels good then throttle back and level off and then...you can check gauges. I think more people are hurt by flying inside the cockpit than if they used their other senses and were smarter about it. There comes a point in time that you are comitted and checking gauges isnt important. Think about it. Cut down on the possible distractions and you should have a safe first flight Maybe just a couple pointers - my 2 cents worth... Bill Clapp and N41768 303 hours and more to come now the engine is back in and running. After a few more hours of testing ---TURBO...
KR> cranks
On the crank issue I dont believe that William makes any money on the ion nitriding at all. If you want to know why the cost difference you should speak to Mark Langford and find out what he had sont and then to William Wynne and ask him directly. Believe me that there is little profit that William is making other than HIS investment in trying to keep us safe!Bill
KR> paint and graphics
I dont do chickens or june bugsbut I would let the paint cure for about one week - then you can put graphics on. Usually you can color sand after a day or two. Remember to lay the graphics on in one try - otherwise trying to pull it off can sometimes pull the paint. I just tape and spray - its not that hard. My Sharks teeth are all taped and sprayed - just in various layers... Bill and 41769 - Valdosta GA.!
KR> metric/standard
Be careful when you convert on your measurements fellows - Remember that even Nasa screwed up the Mars probe because of bad conversions. Just stick to the system your used to. We Americans like the standard version of measurements because it is our form of rebellion against "civil" societies. Something like our English language, it does not have easy to follow rules, only exceptions to rules...ie. I before E except after C... and so on.. Yet for being so BACKWARDS we are the strongest market and country in the world! We are like the black sheep of the world - and proud of it. We dont mean to stick it in the eye of others, its just that we want to stand out and be different. Even our "standard" method has very little standards in it. But hows this one, shall we measure in pecks and cubits ? Get used to the fact that we have an interesting and screwed up world - and enjoy it. Our differences compel us to converse with each other and learn how to get along and we are the better for it I believe. I have many, many new friends because of differences and learning how to understand them and converse with them. So be it inches, yards, meters, liters, knots, or tablespoons, I think we can make things work out well enough to get the plane built and FLYING! You can build your KR with just a piece of string with knots tied in it for your measurements and if it looks about right - it will probably FLY!. For all those precise measurements everyone has taken on their airplane Ive never seen two KRS that looked the same - Hugh... Maybe measurements arent the point - build safeget to the Gathering, enjoy your family and friends...thats enough for me.. Well, back to painting my wheel pantthats 4:1 paint to hardner...now thats 7 oz. of paint and ...dagnabit!
KR> Eduardo
If Eduardo needs a little help with translation I will try to help - let me know...Bill or Guillermo.
KR> aloha from 41768 in hawaii.
Hey Brian - where are you staying? Ive got my plane parked at the airport at HILO international and will be flying up to the big island in a day or two. Its been a long trip. The new wings with extended tanks worked great but the butt gets real sore after all those hours over water. Im glad I put the new crank in - lots more confidenceand if you believe this story have I got a bridge for you! Hope all is well - do you stil have that transponder and when will you be back? Bill
KR> Gathering link / photos
Has anybody heard about the CD from Video Bob? Is there one available yet?
KR> End of the Spear-must see movie!
Im going to plug a movie for yall at this time - not necessarily KR news but interesting aviation news. As many of you know I grew up in the jungles of South America in a town called Shell Mera in Ecuador. (named after the Shell oil company). In 1965 five missionaries were killed by the Waudoni indian tribe after an attempt to reach them with the gospel. This was big news in the USA back then and affected the lives of many people. One was my father who dedicated his life to the mission field and mission aviation in particular. While my dad started and worked on his flight training and Bible studies the Waudoni were reached peacefully by Rachel Saint and Elizabeth Elliot (wives of the killed missionaries) Their efforts resulted in the Gospel transforming the tribe. In 1974 we moved to Ecuador and my dad served in Mission Aviation Fellowship as chief pilot and mechanic. His dream of serving the Waudoni came to pass as he was able to open the first airstrip serving this once violent tribe. Many among the Waudoni are close personal friends of ours to this date. This August in Oshkosh WI my daughter Elaine was able to meet Mincaye (one of the Waudani that killed Nate Saint) and Steve Saint. Ill post pictures on Glenda's website later (awesometrvl.com) The PA 14 used in the movie was on display. There are scenes of a PA14 being hacked up in the movie. That PA14 is one on donation from my father for that use - not an airworthy plane at this time. If you get a chance and want to see a very interesting movie involving airplanes and history I can recomend this one. There are some beautiful flying sequences in it. For more information about the history of the five missionaries there are several options. "Beyond the Gates of Splendor" DVD is a great documentary from the book by Elizabeth Elliot. "Jungle Pilot" is also a great book about the life of Nate Saint - the MAF pilot that was killed. These are available at Christian bookstores all over. Now the KR part - My dads first experimental was N2CC - a KR2 - Turbo Revemaster - that was built in the jungle of Ecuador and first flew on Thanksgiving day of 1981. It was the first homebuilt ever in Ecuador - and maybe South America at that time. They actually shut the town down and had a band and about 500 spectators lined up and down the runway - NO PRESSURE The first flight went without a hitch and many more afterwards. I inherited the plane and refurbished it and flew it to Sun and Fun in 1995. I sold it in 1996 to pay school bills and it was destroyed by the new pilot soon thereafter (no fatalities). That is a bit of my history and the ties I have to a very neat part of the world. I hope you have a chance to see the film and promote some of the better films out now. Bill and 41768
Fwd: KR> End of the Spear-must see movie!
KR> Bucket drop
Yes - the bucket drop is true - How Nate figured out to do it was while he was in flight school. He was daydreaming during class and was dangling a pencil on the end of a string. As he turned his hand in a circle the pencil would tunr around underneath. He found that at a certain length of string and radius of circle and speed of turn that the pencil would stand still at the end. This he practiced in a Cub in flight training. He had a passenger using a reel of rope with a bucket on the end. This "bucket drop" and other mission manuevers such as package dropping and picking up were a common practice lesson in the Moody flight training. These manuevers are not practiced much anymore with the faster airplanes. I was not taught this at Moody Aviation when I attended but then we did not fly Cubs either. This manuever is shown in the movie. Steve Saint (Nate Saints son) does all the flying of the PA14 in the movie and practiced these manuevers just for the film. Nate had many interesting things he developed. An Auxiliary fuel system that bypassed the carb, a sling setup under the PA14 that allowed his to carry sheets of galvanized roofing, and many other "mods". There is a lot to learn from Nate Saint - he really was a pioneer. Thanks- Bill
KR> WIng Attach fittings and 2S spars
Are there any good sources for new wing attach fittings for the 2 or 2S? I may need a pair. Also am looking for someone to make me some tall outboard spars (new airfoil) for a 2S. If someone has already made a set and still has the table and plans set up it would be nice. Thanks. Bill
KR> WIng Attach fittings and 2S spars
Yell! I need just the outboard sets. I have a KR2 with the fiitings on the center spars but no wings for it. I have spars but no fittings. It has the RAF airfoil. I also need a set for the outboard wings of a 2S. (im not sure if they are any different) So total is two sets of outboard fitting (no inboard ones) Let me know of price. Thanks - Bill
KR> I'm Back....
Been gone t long... Merry Christmas / happy New year to all - It has been a long few weeks away from the net and talking to friends. Had Christmas with my folks in Wisconsin and had to attend my grandfather's funeral - he passed away the day after Christmas - out in South Dakota - flat and cold out there. He died at 88 and was driving the day before - woke up dead - thats the way to go if you have to. I was able to bring home his 1960 Airstream Caravel to restore and keep in the family - nice little camper - all original stuff. Elaine (my nine yr old )already has trips planned. Tore down my Corvair for William Wyyne the other day and put it back together with a newer nitrided crank - reinstalled on the plane and have about two hours of break-in time on it. Should be ready to fly this week- ready for the next 300 hours! Have a few places I want to go. I will be working on the turbo conversion on this engine. It has the TB10 crank and stainless valves - ready to run the Sun 100 race - 50"MAP Sounds like fun ! (If I dont blow it up first) Seriously, I plan to run it @ 35" MAX and baby it for a while. First I have to install it. I pu the front start on it and small dynamo alternator - lost 8 lbs total on it. With the 8 lbs I lost on the cowling I should have the turbo in for a break even weight. Hope all of you are flying safe. Build on while it is winter...the time for flying is around the corner! Bill and 41768
KR> Primer system -corvair
I have the simplist primer system of all...NONE. With the aerocarb on the corvair I just turn on the fuel - mixture rich - count to five and turn the prop over. When the engine is cold it will sometime take a couple extra revolutions to start - I call it "pre-oiling" which is good for the engine. When warm it usually start withing a blade or two.I have liked the aerocarb so far...300 hours - no carb heat - to fuel pumps to worry about - gravity seems to have not stopped working suddenly...easy to maintain and heavier (because of the extra cash left in my wallet..ha -ha) Just kidding - it is very light. Could I get better performance out of an Ellison..maybe - but Im too busy going places to find out - plus it will work better with the turbo. Back to flying Bill and 41768 (15 months old and 300 hours ---loving it!)
KR> High altitude flying
Having flown various aricraft as student and as CFI I will have to agree with Colin that you learn the leaning procedures for YOUR engine well. It can make a huge difference in performance in a low margin situation. A Cessna 185 on a jungle strip that can take off at gross and only use 1200' of dirt runway and clear trees or bolders on the end will also eat up 7000-8000 feet of beautiful pavement out of 12,000 available when leaving Quito. (Ecuador). Quito happens to have a field elevation of 10,000' and if you do not have the engine leaned out for full power ( which at 10'000 feet will actually be only arount 70% power or less) you will not make it off the runway and if you did you would not be able to climb out of the bowl the airstrip is in and you will join some lovely displays of pilot ineppness on the hillside surrounding the capitol !So my point - get to know your airplane - how well does it climb at specific density altitudes with specified weights and then allow yourself plenty of margin. Send someone home on the bus and fly out solo if you have to. Other procedures such as leaning in a climb and enrichening in a descent are also not taught well. If you have to get a competent instructor that has high altitude - high performance aircraft training to sit down and go through procedures with you. Pick out a plane like the Cessna 210 (non -turbo model) to look at the performance charts - these may help you understand the procedures and you can make up a test and chart your airplanes performance. My two cents worth - study and make a better pilot out of yourself ! I am currently going back through my commercial manuevers and will start to draw up a practice program for myself - how long since anybody did a turn about a point, or lazy eights ...time for me to brush up on my skills - Im also going up for some aerobatic training soon. Like my dad says - you needed have to use the training but it helps to keep the mind sharp! MEERY CHRISTMAS TO ALL KRNETTERS - Bill and 41768 - oh - and Elaine says Hi!
KR> Ellison primer system
Congrats on nearing the 100 hour mark Mark! Its a lot of fun isnt it - worth all that work and more. I just passed 300 on mine - new engine is going together for it now.more about that later. I hope to get a transponder finally so I can travel places (ha ha). So glad you made it tot the College. It was a real boost t see you confidence and flying skills up to that level where you are becoming a better pilot. Dont stop learning and continue to fly safe! Glad to hear your kids got a ride - Has your wife gone up yet or does she stay home and hold onto the insurance policy? Hope to see you soon. Bill
KR> Maloof constant-speeed propeller
All Maloof prop were red tagged (put out of service) because they were throwing blades. I had one on my kr2 but had to remove it and put on a wood prop. I highly recommend you do the same. The hub is a good design - maybe someone will make better blades.Bill
KR> Trip - vacation - magazine
And not in that orderFirst - Corvair college was a blast. I had a lot of fun meeting friends and new builders. 99% came with good attitudes and a willingness to learn and help each other and that is always encouraging. To those who are of the 1% - please learn to be less selfish. WW works his tail off for this college and does more than 10 of use could do - plus he keeps OUR safety in mine. You cant find anybody more willing to help the experimental folk that also keeps his mind on safety and reliability, and does the college for FREE!. It was nice that to see Dan, Mark, Steve, Chuck, and Mr. Greene show up in their Corvaircraft. The pinical of my time their was the Sat evening flying with Dan and Gus. We tore up the skies pretty good but Dan was "over the top". His experience allows him to do more than I am comfortable with as of yet. - Good thing those who were upset about my flyby at Mark Jones' place weren't there. We simply had FUN! YYHHAAA! Second - when I got home I found I had recieved a complementary issue of SPORTMAN PILOT magazine. The editor/owner of this magazine is Jack Cox who was the editor for EAA Sport Aviation for many years. I had met him at Sun N Fun 04 but did not know who he was. Inside the magazine was a very nice three page spread on N41768. It was a humbling experience but a thrill at the same time to see your plane in a magazine. I think Ill get a couple more copies to save. Thank you Jack. Third - Elaine and I left out of Valdosta and flew to Edgewater FL and met up with Glenda McElwee for a trip out to the Bahamas for the weekend. Glenda had reserved a motel and had invited us with. We flew a rented 172 out to the Bahamas and had a real fun time. This trip was more a learning experience for me than anything else. Now that I know the paperwork and flight procedures I will be able to fly there more in the future with the KR. I do have to equip the KR a little better before I can so the flight but it will be a comfortable trip to make. Elaine had a lot of fun out there as well. After spending the week at the Corvair College I owed her a little "daddy time" and I believe it was time well spend. Thank you Glenda for the experience and what I learned. Dont worry too much Mark L...Not having flown a 172 since 1993 I made two misserable landings and one fair landing - even Elaine complained about them. I wasnt ready to have time to cook an omelete on final 300 hours and counting... Bill Clapp
KR> Header Tank
Look at SUMMIT Racing.com or their catalog - they have some nice tanks that may work for you.
KR> Gathering
Has anybody heard from Video Bob on pics? Also - has anybody seen any pics from the Gathering 05 other than Glends's? Am looking forward to some. Bill
KR> measure and verify the actual CG location, prior to flying.
Once you know the empty weight and CG on your airplane - then you can figure the extreme limit and then stay within it. I know that I can carry full fuel and 200 lb passenger and be within my CG if I have no more than 25 lbs of baggage in the back. (as since tested to be true) If I have over 50lbs of baggage in the back I sit on the rear CG when the fuel in the header is empty. With only 25 lbs I give myself a little room for error. It took off fine from Valdosta at @1400 lbs. but I made sure to keep all manuevers gentle and smooth. You dont want any excuse for an accelerated stall to happen. Yes I was over gross but that was planned. Learn the limits and how your plane reacts. Work up to it gradually. I had 250 hours on my plane before I tried at this weight. It is not something I will do repeatedly but in a pinch I could do so comfortably.Bill
KR> Gear legs and belly-boards
Landing a tri gear at minimun speed is not an issue. Landing a low taildragger is a problem at minimum speed because the tail wheel will impact the runway before the mains and set up a miserable bounce. Therefore a little more speed is required on some taildraggers - such as mine- for a smooth landing. Float is not a big issue - good brakes might be. Bill
KR> To Joe !
Congratulations Joe on a well deserved First flight! All the work is worth it. Life worth living is best lived to the fullest and I think the KR people are a part of that. May you have countless hours of safe and fun flying to come. Hope to see you again soon. Bill
KR> Steve J
Heres to Steve and all we learned from him. He will be missed especially among the KR community. Flying like all of life can be dangerous and he willingly accepted those risks. We need to remember that and always strive to lessen those risks where possible. For those who dont know - Spins are NOT recommended in the KR. Being as short as they are it makes recovering difficult or impossible. The 2S does recover better but still not recommended - watch your airspeeds and angles of attack fellows. Flying over water is also NOT recommended unless you have had instrument training and are equipped with an attitude indicator. This applies to flying at night as well. The days we held the Gathering are proof to that fact that visibility during the day in haze is like flying through mushroom soup. Unless you are prepared and proficient - stay on the ground or plan a safer course of action. I flew over the water for about 1 minute a few months ago and can attest that at 3500 feet as I passed the coast line the horizon dissappeared and I was looking at a blank blue white haze. I did a slow 180 and saw land immediately and was okay but I will NOT attemp ANY overwater flying until I have an artificial horizon and a backup. Fly smart and you will fly long, Lord willing. God does have his plans for our lives and I know that we fullfil them whether we want to accnowledge Him or not. I hope the Steve finds grace with God and that we shall see him again. Godspeed Steve.
KR> Fly-In
Elaine and I just got back from the Thomasville Fly-In - Its just down the road from here. Only a 15 min flight (okay more like 13). Got there about 9:30 am and talked to a few people. Showed off the Corvair engine conversion and met a few Peitenpol and Kr guys. Chuck (Dragonfly-corvair) showed up as well as a Peit-corvair. Had lunch and then did a few high speed passes for the locals. Talked to some more folks. They dropped candy out of a plane and all the kids went dashing through the field to gather it up - Elaine came out with two bags full. Make the dentist real happy. Talked to some more folk. Left about 5 or so and came home. Had a real nice day. 289 hours and counting.. Bill
KR> Looking for a spar builder
Want to know if there is anybody interested in building up a couple sets of KR2S spars for me. Preferably somebody who has done them before and still has their table. I am currently looking into building complete outboard wing sections on a jig but need some spars. I dont have the plans or the table at this time. Will negotiate a price for them as well. I may have stub wing skins soon (6 months to a year) for the new airfoil. Let you know. Thanks. Bill
KR> KR2S Mods
I have a simple kit that can be added to a KR - Look at my pics in the Gathering 04 and 05 photos and you can see the setup . The kit sells for 150 and inlcudes board, handle and torque tube assy. You just supply the hinge and the pushrod of your choice. It is very adaptable to different planes. I wouldnt fly without one. It really helps increase drag and slow the plane down and is more reliable than flaps and easier to install. Call me at 229-834-8996 if interested. Bill Clapp and N41768.
KR> Subaru Vs CORVAIR?
For those interested in the SUB installations two names come to mind. Steve Makish and Bob Lester are the only two that I know who have SUCCESSFULLY flewn many hours behind Subaru engines in a KR2. They know all the problems and had all the bugs worked out. Since then they have removed the Subarus and installed Corvair engines. I believe Steve has 150 hours or better on his now and I have 290 hours on mine. WHY the change? To move from a more expensive, complicted engine that can wear out in 500 hrs to a much simpler engine that is easier to maintain and costs less to build. Now all the installation packaging is worked out and available and there are corvair engine running that have over 1200 hours on them and never been down for major maintenance. I like the Corvair personally and will continue to fly behind it. Bill for FLYCORVAIR.com
KR> Engine Torque
As far a HP and torque on the Corvair engine check out the info from the dyno tests that WW performed at FLYCORVAIR.com. Here is actual HP performance figures on an engine (0-200) as it came off the airplane and the Corvair 110 as it came off the airplane. These are HP and torque at the prop and with accessories. It shows the difference to HP derived from computation and actual. The claim on my Revemaster 2100 was 80 HP but I never really believed it. I think that actual it was closer to 65 or 70. Torque is a big factor. The Corvair has more torque on 5 cylinders than my VW 2100 turbo ever had. Just food for thought. Bill
KR> Work Bench
Steve - dont worry about getting a WEB site up and running - YOU have and AIRPLANE to BUILD and FLY! Do the web thing later and show where you are going and have been. I still havent done one but have 290 hours on 41768 this year! Having FUN! I hope to visit soon - Bill
KR> Fwd: Gathering '05
KR> Gathering 2005
Sorry about the empty letter - here goes... Well, another successful gathering ! I flew 41768 up on Thursday with a friend on mine (Jerry Howard a KR2 builder) and we arrived at 6:00 pm or so in Mt. Vernon. Elaine couldnt go because of school so Jerry got a ride with me. A very uneventful flight with lots of haze. We left Valdosta at around 1400 lbs - and still climbed out at 500'/min. Not too shabby. The Gathering went well with 14 Krs in attendance - a few less than last year but understandable with the weather/ hurricanes/ and fuel prices - overall a GREAT! time. I gave out lots of rides and did a couple low passes to spur on the crowd. Unfortunately I didnt get many pictures so I will wait until you all get them out so I can see them. Steve Jones flew his Turbo Corvair and won People Choice! Nice job Steve! Troy P. won Best KR! and a nice Kr it is. I just had a blast. Four Corvair KRs were there. Steve Jones, Mark Jones, Mark Langford and myself. Good going to all of you and well done! Hope to see all of you at Sun and Fun - Oshkosh and the next Gathering.. The rest of you - get building! Your missing all the fun! Dont forget the upcoming Corvair College yall - it ia a lot of fun and engine intensive! Look for a lot of new exciting innovations and a couple suprizes - I cant let the cat out of the bag just yetI hope to be there to lend a hand and give out rides to corvair folk who can fit in the KR. Lots happenin Bless you all - Bill
KR> Annual completed - Gathering to come...
Well, my bird just turned 1! I just completed the first annual inspection of 41768. It has faired well for all the distance flown and places gone. 275 hours on the hobbs right now and Lord willing, many more to come. We have been to many states and visited many people, and covered thousands of miles. I thank the Lord for the safety He has provided so far and the many enjoyable hours spent. There have been a couple times of concern and apprehension and lessons learned - especially dealing with weather. I hope to have learned these lessons and continue to fly with care and planning. The only changes done to 41768 since last year are the addition of wheel pants and the new cowling. The year to come promises to be exciting. A new turbo engine package is waiting and the long awaited trip to South America is fast approaching. I will try to keep you all informed. To all who are building ... FINISH! This year has to be one of the top for me. I hope to inspire you to finish, learn to fly well, and start to see the world out there. You are all welcome to visit here in Southern Georgia when you start. See you at the Gathering! Bill and 41768
KR> Fwd: Annual completed - Gathering to come...
KR> Glassing - Building and heavy KRs
Just so you know, I built my KR the old fashion way - hand laid just like the plans said and I am lighter that Mark L.s KR. I know for a fact that with molds and prepreg stuff I could save a couple pounds here and there but there is a lot of complexity involved in doing all that and I didnt have the time. Now that I am flying I might remake a couple pieces - such as the cowl I just redid. For the guy interested in heavier KRs - build it light and strong - fixed gear. Plan on 1300 gross with an 0200 or a Corvair and the power will be about right. Ive done lots of flying at 1200+ with no problems. Keep the landing under 4 gs if at all possible. Add a couple inches to the width for comfort and a couple forward and maybe 10 back if needed for legs. With the 2S and the 0200/Corvair weight the CG will be about perfect and it makes a nice flying airplane. My wings are only 7" longer than the stock KR2 - shorter than the 2S and It flies fine. I have option to extend the wings for high altitude and heavier weight since I have removable wing tips. You can build a very nice KR2S and keep the weight right at 700 lbs if you are careful. Mine weighs 710 now and I know I can shave a couple more poounds. See you at the Gathering Lord willing..Bill
KR> Fuel?
Fuel seems a little high but it is still cheaper to fly the KR than drive my 61 VW to the Gathering - plus less time, less snacks, less potty breaks..more fun! 8 days and counting.
KR> Finally Home from trip!
Hello to Kr-landia! It has been a very busy two months with 41768. A little update on what Ive been doing. Elaine (9yr daughter) and I left Valdosta GA and flew to Tulsa OK on July 3rd to visit with my sister. Did that 840 mile leg in 5.1 hours on 26 gallons of fuel. I had a little headwind but not bad. Cool weather at 11,000'. My dad flew his Cessna 180 down from New Richmond WI and we spent the 4th there in Tulsa. We then flew to New Richmond WI together in formation. The 180 does about 145 mph at 70% power. I was at about 50% and 19"MAP keeping up. My mom took a few nice in-flight photos that I will try to post somehow. We did that trip in about 5 hours as well. I sent a week or so helping my dad with a Cessna 170B that was ground looped and damaged - rebuilding everything forward from the rear door post. Lots of riviting and making panels. New Richmond had a small air show and my dad and I displayed our planes on the tarmac there. A couple KR guys came by to visit. Del Magsam had his Corvair powered Sonex there as well. On Friday before Oshkosh Elaine and I flew to Waupaca WI to visit Pete Broadagan and see his Corvair KR2-S. Very nice and well on his way - it is running now. He and his wife took great care of us. The local airport had a great cookout there and many airplanes flew in from all over for the get together. We then left on Saturday enroute to Broadhead for the Peitenpol fly-in bu never landed there due to really bad weather that ha moved in so we went to Madison WI where we had been invited to stay with Dick Hartwig (Kr wanabee) and his wife. Dick invited us for a hanger Swing dance that EAA was promoting. What FUN!. Elaine and I got to try our hand at dancing (not a pretty sight) and we listend to the sounds of Glen Miller music all night from "The Ladies must Swing" big band. They were very good. We also got the opportunity to get a tour of "Fuddy Duddy" a B-17 that is on loan to EAA since "Aluminum Overcast" is under repairs. We had opportunity to get some picture of N41768 under the wing of the B-17. Looks really neat! The main tires of the B-17 are taller that the KR! Sunday - After a peasant visit with the Hartwig family we flew to Hartford and had a brat and soda with the likes of Mark Jones, Mark Langford, and a bunch of other Kr enthusiast. Joe Weber flew his KR in from Cuba City WI and we flew to Oshkosh together from there. Charlie Becker (EAA Homebuilt manager) got me prime real estate in the homebuilt section. He had me parked right in front of the new Homebuilt Headquarters and had made signs for my plane about building a low cost plane. Some of you may have seen an article that was done about it. My dad arrived in Oshkosh the day before with the 180. He was a former mission aviation pilot with MAF (Mission Aviation Fellowship) and helped out at the MAF booth in Hanger D. The 180 was his first plane he used in the mission field in Mexico in 1969 (after I turned 1) which we were able to purchase about 15 years ago and rebuild. It has a lot of interesting misson modifications on it. Monday -Monday - Oshkosh- was a lot of fun but I spent most of my time talking to people about the KR - the Corvair Conversion and flying. Elaine spent most of her time at the local YMCA and the EAA museum. I met a lot of known faces and many new ones. Forgive me but I am sure I will forget most names. It was nice to meet Burt Rutan and see Spaceship One and Global Flyer and see all the cool planes. A note about Oshkosh and KRs - WHY aren't there more KRs showing up ? There is a need for low cost fun airplane to be displayed there. People are VERY interested in the KR simplicity and uniqueness. I hope to see more there next year. Very few people go and check out the RV's and Glassair anymore - they are pricey and look all the same. People are interested is something different. Too bad Janet Rand doesnt show up anymore but I sure hope more KR will start going. There were a total of 4 KRs all week. Mine, Joe Weber's, the Porgapolis Pig, and another from a couple who trailered to to Fon Du Lac and the flew it in. A very nice KR! Elaine got a ride back to Valdosta with Glenda McKlewee and I flew back to New Richmond in formation with my dad on Monday after Oshkosh. More nice photos I can show soon. I work on a King Air and a 414 for a week to make some dough and then the following Sunday we gat a message that my grandmother had passed away. My dad and I ended up flying people to South Dakota in the 180 for the funeral that week. I really enjoy flying with my dad. We both have Cessna 180 time - I have about 120 hours and he has a little over 7500 hours...it was great fun. The following week was work with my dad. We are rebuilding a Cessna Turbo 206 and I took my paint
KR> Fuel flow computer
The fuel flow computer that I am try is a NAVMAN 2100 unit for marine use. It can be found with a web search - seems to work well but I will update with more info as I test. Bill and 41878 - past 180 hrs and going
